THE 


iiteiii  of  GMcito 


A  COMPREHENSIVE  HISTORY, 


CONTAINING  A  MAP  OF  THE  LINES  WITHIN  A  EADITJS  OP 
FIVE  HUNDRED  MILES, 


PUBLISHED   BV 

The  Western  News  Compa]n^y. 

C  H  ICAGO,     ILL. 


I 


HOkrON  A  LEONARD,  PRINTERS, 


Wf. 


•f^ 


Artistic  Tailoring. 

Edward  Ely 


■-^m    OF    THE   m^- 


C1M#I€ lift*  PAjBBICBs, 

froni    Continental    Europe,    for 

WHICH    HE  MAKES  TO   MEASURE  IN  THE  MOSI" 

FASHIONABLE  THOROUGH  ARTISTIC  STYLE. 

wiiiiii  Miiiif  e  k  mmmni. 

Shirts  to  measure,   EXTRA  durable  and  PERFEC'J"  in   FIT. 
.Send  for  directions  for  self  measurement. 

CLERGYMEN  10  PER  CENT.  DISCOUNT. 

657   Wabash  Avenue. 

CHICAGO. 

December    15th,  Corner  Monroe    and    Wabash    Avenue. 


Artistic  Tailoring. 


Edward  Ely, 


':3m    OF     THK    ti» 

from    Continental    Europe,    for 

WHICH   HE  MAKES  TO  MEASURE  IN  THE  MOST 

FASHIONABLE  THOROUGH  ARTISTIC  STYLE. 

wiiiiii  iAiiiif  s  k  wmmm. 

Shirts  to  measure,   EXTRA  durable  and  PERFECT  in   FIT. 
.Send  for  directions  for  self  measi^rement. 

CLERGYMEN  10  PER  CENT.  DISCOUNT. 

657   Y/abash  Avenue. 

CHICAGO. 

December   15th,  Corner  Monroe    and    Waba-sh   Avenue. 


K  E  .-^^  ''^^/O 


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I 


The  Railroads  of  Chicago. 


X.  i.>J.J  II'!  !'k.'^^4miJ:.''A-[^ 


CHICAGO  &  ALTON 

■     THE  ONLY  FIRST-CLASS  ROAD  IN   THE  WEST. 

(see   classification   op  railroads  by   board   op  railuoad   commissioners.) 


2<ro  OHCJLisra-iKi  oi^  o^K/S 

And  the  Shortest,  Quickest  and  Best  Route  between 

CHICAGO  I  St.  LOUIS 

Chicago  &  Kansas  City,    |    Chicago' &  Jefferson  City, 

ST.  LOUIS  &  PEKIN  &  PEORIA, 

And  St.  Louis  and  Quincy  and  Burlington. 

Pinal  Palace  SleeiiiDE,  Mm  &  MM  Cars 

Run  Through  WITHOUT   CHANGE  between  CHICAGO  and  ST.  LOUIS  and 
CHICAGO  and  KANSAS  CITY. 

Th.e  Only  Ziizie  HunrLizig  Tliese  Cars 

Between  CHICAGO  and  ST.  LOUIS  and  Running  both  Palace  Sleeping  and  Dining  Car* 
between  CHICAGO  and  KANSAS  CITY. 

ONE    HOUR    FASTER  TIME 

Between  CHICAGO  and  ST.   LOUIS,  and 

One  Hour  and  a  Half  Faster  Time 

Between    CHICAGO    and    KANSAS    CITY. 

THA^f    BY     OPPOSITION    ROUTKS. 


J.  C.  McMULLIN,  JAMES  CHARLTON, 

Gen'l  Superintendent,  Chicago.  Gen'l  Pass.  &  Ticket  .\s|r't.  Chieasro. 


rL-A.IXjiHO-A.3D. 


THE    DIK^ECT    ROUTE   EOR 

Joliet,  Morris,  Ottawa,  La  Salle,  Peru,  Henry,  Macon, 

Peoria,  Geneseo,  Moline,  Rock  Island,  Davenport, 

Muscatine,  Washington,  Iowa  City,  Grinnell, 

Newton,  Des  Moines, 

COUITCIL  BLUFFS  &  OMAHA, 

Where  it  joins  with  the  UNION  PACIFIC  RAILWAY  forj  DENVER,  SALT  LAKE 

CITY,  SACRAMENTO,  SAN  FRANCISCO,  and  all  points  West  on  the  Pacific  Coast. 

TliAIXS  LEAVE  I)  LILY  AS  FOLLOWS: 

OMAHA  AND  LEAVENWORTH  EXPRESS  (Sundays  excepted) 10.00  A.M 

PERU  ACCOMMODATION  (Sundays  excepted) 5.00  P.  M 

OMAHA  AND  LEAVENWORTH  EXPRESS  (Saturdays  excepted) lo!oO  P.  m! 

Depot,  cor.  Harrison  and  Sherman  Sts.    Ticket  Oihce,  38  W.  Madison  St.,  Sherman  House. 


KANSAS  LINS. 

The  CHICAGO,  ROCK  ISLAND  &  PACIFIC  RAILROAD  COMPANY  have  now 
opened  their  South- Western  Division,  between 

Leavenworth,  Atchison  and  Chicago, 

Connecting  at  Leavenworth  with  KANSAS  PACIFIC  and  MISSOURI  PACIFIC 
RAILROADS,  and  at  ATCHISON  with  ATCHISON,  TOPEKA  &  SANTA  FE, 
CENTRAL  BRANCH  UNION  PACIFIC,  and  ATCHISON  &  NEBRASKA  RAIL- 
ROADS, for  all  Points  in 

Kansas,  IniliaB  Territories,  Colorado  and  New  Mexico. 

The  Company  have  built  a  full  complement  of  PALACE  DRAWING-ROOM  and 
SLEEPING  CARS,  which,  for  external  beauty  and  interior  arrangements  for  the 
comfort,  convenience  and  luxury  of  passengers  are  unexcelled,  if  equaled,  by  any  other 
cars  of  the  kind  in  the  world. 

l^^Por  Through  Tickets  and  all  information  in  regard  to  Freight  Rates,  Routes,  &c., 
call  at  Company's  office. 


General  Passenger  Agent. 


General  Superintendent. 


H 


Chicago  Spring  Wor^g 


MANUrACTUKERS   OF 


Locomotive,  Tender,  Freight  and  Passenger 


l^lll 

OF  EXTRA  CAST  STEEL, 

TO    SPECIFICATION,    OX    SHORT    NOTICE. 

We  also  manufacture  the 

DANIELS  PATENT  SPRING, 

THE   BEST    AND    CHEAPEST 

IE"  H.  E:  I  C3- H  T     SI»Il.I2NrC3^ 

IN  rsE. 


Eyery  Sprliii,  of  any  M  or  SpecUcation,  is  fully  Testel  aul  Warraiilel. 

We  are  also  prepared  to  furnish 

HEAVY  TRUCK   SPRINGS 

TO  ORDKR. 

OFFICE  AND  WOBKS, 

235  S.  Clinton  St. 

F.  M.  ATKINSON, 

President.  CHICAGO. 


tell  B§iat&  mi  L§m  Mgmt§^ 

CHICAGO. 


We  deal  in  all  kinds   of  Securities,  Purchase   and  Sell  Gold,  Government  Bonds,. 
Stocks  and  Mortgages,  and  Negotiate  Loans  on  Real  Estate  and  Collaterals. 

Real  Estate  ^^^  Loan  Brokers, 

88  Wasliington  Street, 

FRED.  L.  FAKE.  r^TTTO   \  C^  C^ 

GEO.  K.  CLARK.  ^^ Xll  V_y  xl. VjT  Vj  . 

ULEiCH  &  bo:nd, 
Real  Estate  Dealers, 

311    Wcidas/'L  ^Te7xue, 
CHICAGO. 


^°  We  have  constantly  on  hand  the  Choicest  and  Most  Elegant 
Residences  in  the  Market.  Special  attention  given  to  those  on  South 
Side  and  in  the  Suburbs— at  Oakland,  Kenwood,  Hyde  Park,  Woodlawn, 
etc.  Also  fine  investments  in  Acre  Property  and  City  Lots.  Large  lists  of 
property  in  all  portions  of  the  city  and  county. 


mmm 

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it^-sliHc.  li-s  Fill 

Bis~rA§^Ui 

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l-knowli  institmioii 
y  of  the  city  but  k 
again,  and  more  too 

to  Woodman's." 
ange  were  treated  to 
vafa  perfect  scramb 
nvcstigation  and  exp 

every  respect  equa 
ad.    'The  article  ca, 
iman  &  Co's  bread  a 
iming  trains. 

a 

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t  will  be  as 
What  girls 
Bdding  cakes 

ho  furnishe 
It  staples  b 
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streets.    It 

far  ahead  as 
but  buy  wi 
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cing  forgotte 
arpose,  is  sub 
nimous  verdi 
The  manu 
is  sold  and 

a 

Building  erected   in  the  Burnt  District 

and  business  fully  resumed  in  37 

days  after  the  fire  of  Oct. 

8th  and  9th,  1871. 


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jf^p  lad  si82[0^iQ  JO  s|8Ji^a  008 

illOVJYO  {)KI3Ya 


» 


EEAIL   ESTATE. 


IE  LIE  a- J^  IN"  T 

Residence  Property, 

On  and  Adjacent  to  i 

ASHLAND  AVENUE. 


THE  MOST  DESIRABLE 

Manufactiirim  aM  Dock  Proprty 

IN  THE  CITY, 

Having  track  connections  with  all  the  Railroads  entering  the  City. 

Also,  a  Great  Variety  of  BUSINESS  and  RESIDENCE 

PROPERTY  on  and  adjacent  to 

BLUE  ISLAND /\\/ENUE.  TWELFTH 

a:n^d  twe:n^ty-seco:n^d  sts. 

All  on  Easy  Terms  to  parties  desiring  to  Improve. 


S.  J.  WAIiKER, 

1S3  •\PV.  "Wa.slxlnston  St. 


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^  I   I  III      i  J  ^  ^       -^ 


TO  THOSE  WHO  WANT  GOOD  HOMES 

In  the  largest,  best  and  most  healthy  of  Chicago's  suburbs, 

a  place  which  has  more  attractiveness,  more  facilities 

and  better  society  than  any  suburb,  we  would 

say,  go  with  us  to 

South  Evanston 

and  look  at  our  fine  new  houses,  arranged  for  both  water  and  gas. 

Evanston  has  all  the  attractions  and  comforts  of  city  life, 
Avith  none  of  its  dust,  noise  and  brawls,  and  for  Schools,  Colleges 
and  Churches  it  is  unsurpassed  even  by  Chicago. 

We  have  now  in  market  our  fine  Subdivision  at  this  place, 
and  are  selling  our  houses  and  lots  on  most  favorable  terms. 
Parties  who  want  large  and  beautiful  lots  near  the  Lake  and 
depot,  lots  that  will  more  than  double  in  value  within  the  next 
two  years,  had  better  give  us  a  call. 

WARREN,  KEENEY  &  CO. 

381  Wabash  Avenue. 


INVESTING  MONEY 


THE  NORTHERN  PACIFIC  RAILROAD  COMPANY, 

rpHROUGII  IT8  FINANCIAL  AGENTS,  oilers  for  Bale  its  First  Mortgage  7-30  Gold 
J^  Bonds.  They  fall  due  in  thirtj^  years,  bear  7  3-10  per  cent,  gold  interest,  payable 
semi-annually,  are  exempt  from  U.  S.  tax  to  the  holder,  and  are  secured  by  first  and  only 
mortgage  on— 

1.    The  Railroad,  its  Bight  of  Way,  Franchise,  Rolling  Stocli  and  other  Property. 

3.    Its  Traffic  or  Net  Earnings. 

3.  A  Government  Grant  of  Land,  averaging,  on  completion  of  the  Road,  about  23,000 
acres  per  mile  of  track. 

The  Road  follows  what  is  known  as  the  Valley  Route  to  the  Pacific,  flanked  most  of 
the  way  by  an  excellent  country,  and  is  assured  in  advance  of  a  vast  and  profitable  traffic, 
which  already  awaits  its  completion.  The  work  of  construction  is  steadily  and  satisfac- 
torily progressing;  the  settlement  of  the  adjacent  country  and  the  building  of  the  towns 
keep"  pace  with  the  advance  of  the  Road:  a  large  body  of  the  Company's  lands  is  already 
in  the  market,  and  the  proceeds  of  sales  will  constitute  a  Sinking  Fund  for  the  Redemp- 
tion of  the  Company's  Bonds,  which  are  convertible  at  110  into  the  Company's  Lands  at 
market  prices. 

Believing  that  these  Bonds,  both  in  point  of  safety  and  profitableness,  constitute  such 
a  security  as  judicious  investors  can  approve,  we  recommend  them  to  the  public.  Gov- 
ernment Bonds  and  all  marketable  securities  are  received  in  exchange  at  current  quota- 
tions without  cost  to  the  investor. 

Jii7  coons  <&  CO. 

M'w  York,  PhiladelpMa  and  Washington, 

Financial  Agents  Northern  Pacific  Railroad  Co. 

LIINT,  PRESTON  k  KEAN,  Bankers, 

General  Agents,  Chicago,  Ills. 


%i> 


■^  s^o 


In  regard  to  Water  View  and  use    of   Lake    Shore    Drive  to  and 
from  the  center  of  the  city,  this  locality  is  superior  to  all  others. 


Eoom  15. 


BELDEN  F.  CULVER, 

175  La  Salle  St, 


RAILROADS  OF  CHICAGO. 


INTKODUCTORY. 

[The  following  clescri[)tiou  of  the  Railroads  of  Chicago  appeared  in  the 
Chicago  Times  of  August  10th.  It  is  republished  in  its  present  form  at 
the  request  of  prominent  citizens,  and  by  special  permission  of  Wilbur 
F.  Storey,  editor  and  proprietor  of  the  journal  in  which  the  article  was 
originally  published.  It  is  the  most  complete  and  elaborate  account  that 
has  ever  been  given  of  a  network  of  railways  unequaled  in  the  world.] 

One  need  but  to  look  at  the  map  herewith  presented  to  obtain 
an  idea  of  the  reason  why  the  great  fire  of  October  last  did  not 
ruin  the  business  of  Chicago.  To  its  railway  system  is  this  city 
almost  entirely  indebted  for  the  wonderful  progress  Avhich  is  now 
being  made  in  the  work  of  repairing  the  losses  sustained  on  ac- 
count of  that  catastrophe.  Chicago  has  not  inaptly  been  com- 
pared to  a  great  and  rapidly-growing  tree,  whose  roots  extend 
forth  in  every  direction,  drawing  nutriment  from  the  soil.  To 
remove  the  top  from  such  a  tree  would  only  cause  the  subsequent 
growth  to  be  more  rapid.  So,  although  Chicago,  it  was  supposed, 
was  almost  blotted  out  by  fire,  yet 

IN"   O:^!]   SEASON 

It  has  regained  its  business  and  a  good  deal  more,  and  the  above 
analogy  holds  good  in  the  fact  that  it  seems  destined  to  become  a 
larger  city  than  it  would  have  been  if  the  fire  had  not  occurred. 
The  ten  thousand  miles  of  railroad  that  center  in  Chicago  like 
the  radiating  portions  of  a  wheel,  were  the  cause  of  the  salvation 
of  the  city.  The  telegraph  lines  informed  the  world  of  the  pro- 
gress of  the  flames,  before  it  was  known  whether  any  portion  of 


2  IN-TRODUCTORY. 

the  city  could  be  saved,  and  succoring  freight  trains  from  east, 
west,  north  and  south  sped  to  the  relief,  loaded  with  the  sub- 
stantial evidences  of  a  universal  compassion. 

THE  MAP 

Has  l^een  constructed  on  the  idea  of  giving,  at  one  view,  the  rail- 
road lines  which  center  in  Chicago,  as  well  as  those  which  have 
been  projected.  In  order  to  make  these  distinct,  and  to  prevent 
confusion,  the  railroad  lines  which  are  not  really  direct  contribu- 
tors to  the  commerce  of  Chicago,  have  been  omitted,  so  that  the 
map  is  not  to  be  taken  as  a  complete  showing  of  all  the  roads  in 
the  country  which  it  covers,  as  will  readily  be  seen.  The  map 
gives  the  lines  passing  eastward  from  Chicago  to  near  the  east  line 
of  the  State  of  Ohio,  and  north,  west,  and  southwest,  as  far  as 
roads  are  at  present  constructed.  It  shows  the  western  roads  to 
the  point  where  they  coalesce  with  the  Union  Pacific. 

OF   THE   COMPEETED   EINES, 

There  are  nearly  10,000  miles,  as  shown  by  the  tables  presented 
below,  and  if  to  these  be  added  the  afliuent  lines,  the  total  mileage 
tributary  to  Chicago  would  not  fall  far  short  of  as  many  miles 
more.     There  are  about  3,000  miles  of 

PROJECTED  ROAD, 

A  considerable  portion  of  which  is  now  in  progress.  Of  the  roads 
of  this  class,  the  Chicago,  Decatur  and  St.  Louis,  will  be  com- 
pleted this  fall,  forming  a  new  line  between  this  city  and  St. 
Louis ;  the  Chicago,  Pekin  and  Southwestern,  from  Streator  to 
Pekin,  a  road  of  about  70  miles,  will  also  be  completed  this  fall. 
The  Chicago  and  Canada  Southern  road  is  being  rapidly  built, 
and  so  is  the  Baltimore  and  Ohio. 

The  projected  southward  line  from  Danville  to  Paducah, 
which  will  intersect  a  section  of  country  poorly  supplied  with 
railroads,  is  also  all  under  contract.  It  will  be  operated  by  the 
Chicago,  Danville  and  Vincennes  road.  The  Continental  road  is 
said  to  be  in  process  of  construction  from  TiiSn,  0.,  to  Kensslear- 
ville,  Ind.  The  Chicago  and  La  Salle,  the  Wisconsin  Midland, 
and  the  Chicago  and  Illinois  Eiver  roads  have  not  yet  been  com- 


INTKODUCTORY.  3 

menced,  but  the  prospect  is  fair  that  tliey  will  be,  within  a  short 
period  of  time.  In  addition  to  these  two  roads,  nearly  all  tlie 
companies  whose  tracts  extend  westwardly  are  making  large  ex- 
tentions.  The  Chicago  and  Northwestern  are  building  roads  at 
three  points  as  rapidly  as  possible  ;  the  Milwaukee  and  St.  Paul 
have  large  extensions  under  way  besides  the  line  between  this  city 
and  Milwaukee  ;  the  Chicago,  Burlington  and  Quincy  are  not 
now  building  new  extensions,  but  are  interested  in  the  progress 
of  the  Chicago,  Omaha  and  St.  Joseph ;  the  Chicago  and  Alton 
have  projects,  indefinitely  large,  of  extending  their  road  ultimately 
to  Texas,  and  perhaps  to  the  gulf  of  Mexico,  or  to  the  Pacific. 
This  road  has  just  formed  a  direct  connection  with  Jefferson  City, 
the  capital  of  Missouri,  and  expects  to  form  another  important 
connection  at  Boonville,  on  the  Missouri  river,  soon. 

The  Chicago,  Eock  Island  and  Pacific  company  have  recently 
completed  their  road  to  Leavenworth,  Kan.,  and  now  run  trains 
direct  to  that  city,  across  the  new  bridge  over  the  Missouri  at  that 
city.  Within  a  few  days  they  have  also  formed  a  direct  connection 
with  Atchison,  Kansas. 

The  Illinois  Central,  not  at  all  behind  the  other  roads,  has  two 
independant  routes  to  St.  Louis,  one  byway  of  the  Vandalia  road, 
and  the  other  by  way  of  the  Cilman,  Clinton  and  Springfield  and 
the  Chicago  and  Alton  roads.  But  this  company  has  entered  into 
a  contract  with  the  Mississippi  Central,  whereby  the  latter  road  will 
build  a  line  from  Jackson  to  a  point  near  the  mouth  of  the  Ohio, 
opposite  Cairo,  thus  forming  a  through  line  to  New  Orleans  and 
a  connection  with  all  roads  of  the  South.  When  this  line  is  com- 
pleted, passenger  cars  will  pass  from  Chicago  to  New  Orleans,  hj 
simply  changing  trucks  so  as  to  accommodate  the  cars  to  the 
varying  grades. 

THE   EASTERX  ROADS. 

By  a  glance  at  the  gross  receipts  of  the  roads  leading  eastward 
from  this  city,  it  will  be  seen  that  their  lines  must  have  an 
immense  amount  of  business.  They  are  all  putting  forward 
the  work  of  double  tracking,  and  l)y  the  advent  of  winter,  at 
least,  the  Lake  Shore  and  Michigan  Southern  and  the  Micliigan 
Central  will  practically  have  double  tracks  lietween  this  citv  and 
Buff"alo. 


INTRODUCTORY. 


A  FEW  FIGURES 


Will  show  in  the  best  light  of  what  vast  importance  is  the  Chicago' 
railway  system.  It  will  be  seen  by  a  glance  at  the  tables  submit- 
ted below  that  there  are  nearly  10,000  miles  of  completed  main 
roads  centering  in  Chicago,  and  nearly  4,000  more  under  contract 
or  projected.  The  number  of  regular  passenger  trains  out  each 
day  is  94,  andthe  number  of  in  trains  92.  The  number  of  regular 
freight  trains  each  day  is  143.  But  these  figures  should  be  con- 
siderably increased  l:>y  the  extra  trains,  which  on  the  average  will 
equal  about  20  of  freight,  and  perhaps  eight  or  ten  passenger  trains 
per  day,  particularly  in  the  summer  time,  which  would  swell  the 
grand  total  of  trains  arriving  and  departing  from  the  city  each  day 
to  300.  It  would  be  a  new  sensation  if  one  could  go  "  up  in  a 
balloon"  and  stay  suspended  over  the  city  for  a  day  to  see  the  arrival 
and  departure  of  this  large  number  of  trains.  The  force  of  these 
figures  is  not  diminished  when  it  is  seen  that  the  total  gross 
earnings  of  these  roads  for  the  last  fiscal  year  was  nearly  183,000,- 
000  and  the  net  earnings,  over  all  expenses,  $20,000,000.  The 
number  of  Pullman  palace  sleeping  cars  arriving  and  leaving  each 
day  is  80,  while  there  are  about  20  sleeping  cars  of  other  manu- 
facturers, which  should  be  added,  making  a  total  number  of  100. 
There  are  60,000  miles  of  railway  in  the  United  States,  and  of 
this  amount  Chicago  has  one-sixth;  and  if  the  feeding  lines  be 
added,  there  is  fully  one-fourth  of  the  total  railway  mileage  of  the 
whole  country  tributary  to  Chicago.  Under  the  name  of  each 
road  is  presented  other  figures,  which  could  not  be  so  well  classi- 
fied owing  to  the  fact  that  they  were  not  altogether  homogeneous. 
The  total  amount  of  capital  invested  in  the  roads  centering  in 
Chicago  is  over  $400,000,000. 

THE   FUTURE. 

As  no  pent  up  Utica  contracts  the  future  of  the  Chicago  rail- 
way system,  so  no  limit  is  put  upon  the  future  growth  of  Chicago. 
•'  The  whole  boundless  continent  is  ours,"  west  of  Detroit,  and 
north  of  the  Gulf  of  Mexico.  About  one  thousand  emigrants  pass 
through  the  city  each  week  to  the  west,  and  almost  all  of  them 
settle  on  government  lands,  raise  grain  for  the  Chicago  board  of 
trade  to  buy,  and  consume  goods  that  Chicago  merchants  sell. 


OLD    ROADS 


LAKE  SHORE  &  MICHIGAN  SOUTHERN.       ' 

This  great  road,  which  was  formerly  known  as  the  Michigan 
Southern  and  Northei'n  Indiana  railroad,  has,  by  yarions  con- 
solidations, grown  to  a  single  line  road  from  Chicago  to  Buffalo, 
540  miles,  with  branches  aggregating  over  300  miles  of  road. 
In  the  spring  and  summer  of  1869,  the  consolidation  of  the 
above-named  road  with  the  Lake  Shore  company,  and  the  Buffalo 
and  Erie  Kailroad  Company,  formed  the  line  which  is  now  known 
as  the  Lake  Shore  and  Michigan  Southern  railroad 

The  branches  owned  by  the  company  are  as  follows : 

MILES. 

Asli tabula,  O.,  to  Jamestown,  Pa 36 

Elyria,  0.,  via  Sandusky,  to  Millbury  (junction  with  main  line) 74i 

Toledo,  0.,  to  Elkhart,  Ind.,  (air  line) 133 

Adrian,  Mich.,  to  Jackson,  Mich 46 

Adrian, Mich.,  to  Monroe,  Mich 33 

Besides  the  above-named  roads,  are  the  following,  which,  though 
under  separate  organizations,  the  capital  stock  thereof  is  owned 
wholly  by  this  company : 

The  Detroit,  Monroe  and  Toledo  railroad,  extending  from 
Toledo,  in  Ohio,  to  Detroit  in  Michigan,  65  miles  ;  and  the  Kala- 
mazoo and  White  Pigeon  railroad,  extending  from  White  Pigeon, 
Mich.,  to  Kalamazoo,  Mich.,  37  niiles. 

The  following-named  roads  are  operated  by  the  company  under 
leases :  The  Jamestown  and  Franklin  railroad,  extending  from 
Jamestown,  Pa.,  to  Oil  City,  Pa.,  51  miles ;  the  Kalamazoo,  Alle- 
gan and  Grand  Rapids  railroad,  extending  from  Kalamazoo  to 
Grand  Rapids,  Mich.  The  whole  number  of  miles  owned  and 
leased  by  the  company  is  1,074.  The  company  has  92  miles  of 
double  track  between  Buffalo  and  Toledo,  and  259  miles  of  side 
tracks. 


6  EAILROADS   OF    CHICAGO. 

The  equipment  at  the  close  of  the  last  fiscal  year,  Dec.  31. 
1871,  was  as  follows  : 

Engines  346,  passenger  cars'  of  all  classes  239,  freight  cars  of  all 
classes  7,321. 

The  authorized  capital  stock  is  150,000,000,  of  which  sum  there 
was  issued  to  the  stockholders  of  the  various  companies  entering 
into  the  consolidated  company  135,000,000.  On  July  27,  1871, 
the  board  of  directors  were  authorized  to  issue,  sell,  and  dispose 
of  the  remaining  115,000,000  in  such  manner  as  they  should 
deem  most  conducive  to  the  interest  of  the  company,  and,  on  Oct. 
7,  1871,  the  Saturday  before  the  great  fire,  this  amount  of  stock 
was  sold  to  the  holders  of  the  common  stock  at  33-|-  per  cent. 

During  the  present  year  it  is  expected  that  the  road  will  be 
double-tracked  between  Buffalo  and  Toledo.  The  company  have 
adopted  the  policy,  as  far  as  practicable,  of  substituting  steel 
rails  on  those  portions  of  the  road  carrying  a  heavy  traffic. 

This  comj)any  lost  by  the  great  fire  property  amounting  to 
8325,000  in  value,  comprised  in  its  half  of  the  fine  passenger 
depot  on  Van  Buren  street,  $125,000  in  stock  which  the  company 
owned  in  the  Pacific  Hotel,  and  losses  resulting  from  derangement 
of  business,  destruction  of  baggage  and  freight. 

The  statistics  of  the  company  show  that  175,683  passengers  got 
on  the  trains  of  this  company  at  Buffalo  during  1871,  84,493  at 
Chicago,  125,329  at  Toledo,  and  219,280  at  Cleveland. 
The  road  is  officered  as  follows : 

President — Horace  F.  Clark. 

Vice  President — Augustus  Schell. 

Treasurer — James  H.  Banker. 

Sec'y  and  Assistant  Treasurer — Geo.  B.  Ely,  Cleveland,  0. 

Auditor — C.  P.  Leland,  Cleveland,  0. 

General  Manager — J.  H.  Devereux,  Cleveland,  0. 

General  Superintendent — Charles  Paine,  Cleveland,  0. 

General  Freight  Agent — Addison  Hills,  Cleveland,  0. 

Ass't  Gen'l  Freight  Agent — Charles  M.  Gray,  Chicago,  111. 

General  Ticket  Agent — J.  W.  Cary,  Cleveland,  0. 

Chief  Engineer — Charles  Collins,  Cleveland,  0. 

General  Master  Mechanic — James  Sedgley,  Cleveland,  0. 

Master  Car  Builder — John  Kirby,  Cleveland,  0. 

Purchasing  Agent — A.  C.  Armstrong,  Cleveland,  0. 


RAILROADS    OF    CHICAGO. 


CHICAGO  AND  NORTHWESTERN. 

This  vast  corporation  of  itself  is  entitled  to  be  considered  as  a 
system  of  railroads  ratlier  than  as  a  single  road,  since  it  has  four 
main  lines  radiating  from  this  city  to  the  west  and  northwest  for 
hundreds  of  miles.  The  total  number  of  miles  owned  and  leased 
by  the  company  is  not  much  below  1,600  miles.  The  fact  that 
the  company  are  rapidly  building  at  the  extremities  of  their  lines, 
makes  it  impossible  to  state  with  exactness  the  total  mileage.  At 
the  present  time  the  company  are  engaged  in  the  construction  of 
the  gap  between  Meuomonee  and  Escanaba,  a  distance  of  about 
40  miles,  which  will  be  completed  before  December  next ;  they 
are  also  drilling  tunnels  through  three  ranges  of  hills  a  little 
southeast  of  La  Crosse,  and  will  shortly  be  able  to  connect  the 
Baraboo  branch  with  the  La  Crosse,  Trempeleau  aud  St.  Peter 
road  at  Winona  Junction,  aud  thus,  with  the  Winona  and  St. 
Peter  road,  Avhich  the  Northwestern  has  leased,  have  a  through 
line  to  the  east  line  of  Dakota  territory.  Work  is  progressing  on 
the  latter  road  so  rapidly  that  a  mile  and  a  quarter  of  track  are 
laid  each  day. 

The  following  is  a  statement  of  the  mileage  of  the  road : 

MILES. 

Wisconsin  Division 242 

Madison  Division 191 

Kenosha  Branch,  Harvard  to  Kenosha . 44 

Milwaukee  Division. .  _ 85 

Chicago  to  Dubuque. _ . _ .  188 

Junction  to  Clinton 108 

Clinton  to  Council  Bluffs 350 

Fort  Howard  to  Maronette. . 49 

Elgin  to  Richmond 83 

Peninsula  Division 74 

Winona  and  St.  Peter 199 

La  Crosse,  Trempeleau  and  St.  Peter 27 

Total $1 ,590 

The  city  of  Chicago  has  been  especially  proud  of  this  road,  since 
its  development  has  been  so  grand,  and  as  it  runs  through  a 
section  of  the  country  which  is  entirely  tributary  to  Chicago. 
The  possibilities  of  future  expansion  of  the  road  are  almost  beyond 
exaggeration. 


b  RAILROADS    OF    CHICAGO.      . 

The  vast  and  fertile  but  unoccupied  plains  of  Dakota  and 
beyond  the  region  of  country  watered  by  the  Eed  River  of  the 
North,  are  to  become  tributary  to  this  and  the  Milwaukee  and  St. 
Paul  road. 

Recently  this  company  have  formed  an  agreement  with  the 
West  Wisconsin  company,  whereby  they  will  connect  at  Elroy, 
and  run  their  trains  to  St.  Paul  on  that  road  until  the  tunnels 
shall  have  been  completed. 

This  company  was  a  heavy  loser  by  the  great  fire,  which 
destroyed  two  large  brick  freight  houses,  a  brick  flour  warehouse, 
a  grain  elevator,  from  which  the  company  derived  a  large  annual 
rental,  and  two  large  elevators  owned  by  private  parties,  but 
which  were  used  for  the  company's  business.  The  fire  destroyed 
the  passenger  buildings  and  depot  of  the  Galena  division,  and 
133  freight  cars.  The  total  loss  is  estimated  at  1494,000,  on 
which  the  amount  of  insurance  realized  is  168,000.  I^ew  elevators 
to  replace  those  destroyed  by  the  fire  are  about  completed,  and 
the  future  of  this  company  has  the  brightest  promise. 

The  company  own  216  first-class  locomotives  and  53  second- 
class.  They  also  own  123  first-class  passenger  cars,  27  second- 
class  cars,  123  caboose  and  way-cars,  76  baggage  and  mail  cars, 
3,530  box  freight  cars,  960  platform  cars,  337  live  stock  cars, 
1,121  iron  ore  cars,  and  cars  of  other  classes,  making  the  total 
number  6,343.  The  number  of  passengers  carried  during  the 
year  was  2,224,705  ,  number  of  tons  of  freight  carried  2,510,016. 

The  officers  of  the  road  are  as  follows : 

DIRECTORS. 

John  M.  Burke,  A.  G.  Dulman,  Geo.  S.  Scott,  M.  L,  Sykes,  Jr., 
Charles  R.  Marvin,  Harvey  Kennedy,  A.  B.  Baylis,  David  Dows, 
R.  P.  Flower,  Francis  H.  Tows,  New  York ;  William  L.  Scott, 
Milton  Courtright,  Erie,  Pa.;  John  F.  Tracy,  Henry  H.  Porter, 
Wm.  H.  Ferry,  Chicago ;  B.  F.  Allen,  Des  Moines,  Iowa ;  J.  L. 
Ten  Have  Frzn,  Amsterdam,  Holland. 

EXECUTIVE    COMMITTEE. 

John  F.  Tracy, 
M.  L.  Sykes,  Jr.,  A.  G.  Dulman. 

John  M.  Burke,  H.  H.  Porter. 


RAILKOADS    OF    CHICAGO. 


GEXERAL    OFFICERS. 


President — Jolm  F.  Tracy. 

Vice  President — M.  L.  Sykes,  Jr. 

Secretary  and  Treasurer — Albert  L.  Pritchard. 

General  Manager— James  H.  Howe. 

General  Superintendent — Marvin  Hugliitt. 

Chief  Engineer — E.  H.  Johnson. 

General  Solicitor — B.  C.  Cook. 

Local  Treasurer — M.  M.  Kirkman. 

Assistant  Secretary  and  Auditor — J.  B.  Eedtield. 

Purchasing  Agent — R.  W.  Hamer. 

General  Freight  Agent — ('.  C.  Wheeler. 

General  Ticket  Agent — H.  P.  Stanwood. 


CHICAG-O    AND   ALTON. 

This  railroad  company  suffered  largely  from  the  tire,  losing 
property  amounting  to  about  1100,000.  Its  main  line,  which  con- 
nects the  two  great  cities  of  Chicago  and  St.  Louis,  is  one  of  the 
best  managed  roads  in  the  country,  and  although  the  competition 
of  new  roads  is  constantly  growing  in  proportions,  this  road  not 
only  maintains  but  increases  from  year  to  year  its  aggregate 
business.  The  company  have  vast  schemes  of  extension  on  foot, 
which  may  result  in  an  ultimate  line  from  Chicago  southwest 
through  Louisiana,  Arkansas,  and  Texas  to  the  Pacific.  During 
1871,  it  constructed  a  line  from  Roodhurse,  a  point  on  the  St. 
Louis,  Jacksonville  and  Chicago  road,  to  a  point  on  the  east  bank 
of  the  Mississippi,  opposite  Louisiana,  a  distance  of  376  miles. 
A  substantial  iron  bridge  1,200  feet  in  length  has  been  built  on 
this  line  across  the  Illinois  river,  with  a  draw  for  the  passage  of 
boats. 

A  contract  has  also  been  made,  whereby  this  company  leases 
the  line  of  the  Louisiana  at  the  Missouri  river  as  far  as  it  is  built. 
That  road  has  been  completed  from  Louisiana  to  Mexico,  a  dis- 
tance of  51  miles,  and  was  opened  for  traffic  on  the  30th  day  of 
October  last.  The  road,  at  this  time,  is  completed  to  Jefferson 
City,  Mo.,  and  was  opened  for  business  to  that  point  on  the  15th 


10  RAILEOADS    OF    CHICAGO. 

of  July.  When  this  road  shall  be  built  to  Kansas  City,  it  will 
form  the  shortest  line  between  this  city  and  that  place.  The 
company  has  thus  increased  its  amount  of  railroad  during  the 
year  1871,  by  88  miles. 

The  company  own  51  passenger  cars,  2,420  freight  cars  of  all 
classes,  and  125  locomotives. 

The  whole  number  of  miles  run  by  locomotives  during  the 
year  was  3,359,997,  or  equivalent  to  7^  round  trips  to  the  moon 
and  return,  if  the  tracks  had  been  so  laid  as  to  enable  that  route 
to  be  taken.  Each  locomotive  passed  over  28,000  miles,  or  a  con- 
siderable more  than  the  distance  round  the  earth. 

The  company  burn  coal  on  111  of  its  engines,  and  wood 
upon  14. 

The  repairs  of  the  road  have  required  2,200  tons  of  steel  rails, 
5,300  tons  of  new  and  re-rolled  iron  rails,  1,800  tons  of  repaired 
rails,  and  199,268  new  cross-ties. 

A  remarkable  increase  in  the  coal  traffic  of  the  road  has  taken 
place  since  1865.  The  company  transporting  in  that  year  6,000 
tons,  while  in  1871  it  carried  381,936  tons. 

The  capital  stock  of  the  road  is  111,355,300,  and  the  funded 
debt  13,726,000. 

The  company  have  in  view  an  indefinite  extension  of  road  as 
the  west  developes,  and  will  soon  survey  a  route,  as  indicated  in 
the  accompanying  map,  along  the  northern  line  of  the  Indian 
territory. 

Tlie  officers  of  the  road  are  as  follows  : 
President — T.  B.  Blackstone. 
Secretary  and  Treasurer — W.  M.  Larrabee. 
General  Superintendent — J.  C.  McMullin. 
Assistant  Supt.  and  Train  Master — 0.  Vaughan. 
Division  Supts. — W.  0.  Van  Home  and  C.  M.  Morse. 
Chief  Engineer— K.  F.  Booth. 
Superintendent  of  Machinery — John  A.  Jackman. 
Superintendent  of  Car  Department — R.  Reniff. 
Ceneral  Freight  Agent — James  Smith. 
General  Passenger  and  Ticket  Agent — James  Carleton. 
Purchasing  Agent — A.  V.  Hartwell. 
Attorney — A.  W.  Church. 


UAILR0AD8    OF    Cni(JAC40.  II 

CHICAGO,  BURLING-TON  AND   QUINCY. 

This  is  another  of  the  great  roads  leading  west  from  Chicago, 
whose  growth  has  been  side  by  side  with  the  growth  of  Chicago, 
until,  like  this  city,  it  has  grown  into  one  of  the  greatest  railway 
corporations  of  the  country,  reaching,  with  its  ramifications,  a 
very  broad  scope  of  territory.  An  idea  of  its  greatness  may  be 
detained  from  the  fact  that  it  runs  two  through  trains  daily  from 
Chicago  to  Omaha.  St.  Joseph,  Kansas  City,  Denver,  and  San 
Francisco.  The  total  number  of  miles  operated  by  the  company 
is  781^.  The  last  report,  which  covers  tlie  year  ending  April  30, 
1872,  shows  that  the  passenger  traffic  was  about  the  same  as  for 
the  preceding  year,  while  the  increase  in  freight  earnings  was 
about  23  per  cent. 

This  road  has  now  a  double  track  to  Aurora,  and  25-|  miles 
between  Aurora  and  Mendota;  in  all  61^  miles  of  double  track. 
Within  the  year  connection  has  been  made  at  Streator  with  the 
Fairbury,  Pontiac  and  Northwestern  Eailway,  extending  from 
Streator  to  Fairbury.  The  road  from  Fairbury  to  Paducali, 
which  is  to  be  completed  this  year,  will  bring  the  Chicago,  Bur- 
lington and  Quincy  into  direct  communication  with  the  southern 
railway  system.  The  Chicago,  Pekin  and  Southwestern  Railway, 
extending  from  Streator  to  Pekin,  will  be  completed  this  fall. 
This  will  open  a  new  route  to  St.  Louis,  via  the  Peoria,  Pekin 
and  Jacksonville  Railroad,  passing  through  a  thickly  populated 
and  wealthy  portion  of  the  State. 

At  Streator  are  the  Vermillion  Coal  Company's  mines,  from 
which  large  quantities  of  coal  are  shipped  to  Chicago  and  points 
on  the  lines  of  the  Chicago,  Burlington  and  Quincy  and  Chicago 
and  jSTorthwestern  Railroads. 

By  the  Mendota  and  Clinton  Branch,  connection  is  made  with 
the  Clinton  and  Dubuque  Road,  which  is  being  constructed  in 
the  interest  of  the  Chicago,  Burlington  and  Quincy,  and  is  now 
nearly  completed.  By  an  arrangement  with  the  Illinois  Central 
Road,  the  business  of  the  Dubuc[ue  and  Sioux  City  Road,  and  of 
the  Chicago,  Dubuque  and  Minnesota  Road,  is  carried  over  the 
Illinois  Central  between  Dubuque  and  Forreston.  The  Cliicago 
and  loAva  Road,  from  Aurora  to  Forreston,  is  a  tributary  of  the 
Chicago,  Burlington  and  Quincy,  and  is  the  route  by  which  the 


12  RAILKOADS    OF    CHICAGO. 

Chicago  biisiness  of  the  Illinois  Central,  between  Forreston  and 
Dubuque,  as  well  as  that  of  the  Dubuque  and  Sioux  City  and 
Chicago,  Dubuque  and  Minnesota  Roads,  is  done. 

The  following  is  a  statement  of  the  mileage  of  this  road : 

MILES. 

Main  Line 207 

Geneva  to  Streator Q','i 

Aurora  to  Galena  Junction 13 

Mendota  to  Clinton 65f 

Buda  to  Elm  wood 44| 

Yates  City  to  Rusliville 62i 

Gal va  to  Keithsburg 56| 

Galesburg  to  Quincy 99^- 

"  Peoria 53 

Burlington  to  Quincy 701 

Burlington  to  Keokuk . 42 

Total 7811 

The  company  has  laid  over  80  miles  of  steel  rails,  and  is  mak- 
ing all  renewals  of  rail  with  steel.  Within  the  past  year  the 
equipment  has  been  largely  increased,  so  that  now  the  company 
has  192  engines,  83  passenger  cars,  44  baggage,  mail,  and  express 
cars,  2,550  house,  freight  and  cattle  cars.  979  platform  and  coal 
•cars,  82  drovers'  and  conductors'  cars,  1  refrigerator  car,  40  dump 
■cars,  268  hand  cars,  and  228  rubble  cars. 

The  following  is  a  list  of  the  board  of  directors  and  the  officers 
of  this  company : 

DIRECTORS. 

Erastus  Corning,  Albany,  N.  Y. ,  John  C.  Green,  New  York ; 
Sidney  Bartlett,  John  W.  Brooks,  John  A.  Burnham,  John  N. 
Denison,  John  M.  Forbes,  Nathaniel  Thayer,  Robert  S.  Watson, 
Boston,  Mass. ;  James  F.  Joy,  Detroit,  Mich. ;  Chauncey  S.  Colton, 
Oalesburg,  111.;  James  M.  Walker,  Chicago,  111. 

OFFICERS. 

President — James  M.  Walker. 
Chairman  of  Board — John  N.  Denison. 
General  Superintendent — Rol)ert  Harris. 
Treasurer  and  Secretary — Amos  T.  Hall. 


RAILROADS   OF   CHICAGO.  13 

THE  MICHIGAN  CENTRAL. 

Is  one  of  the  oldest  and  most  popular  roads  of  Chicago.  For 
many  years  it  far  excelled  in  its  equipment  competing  roads  to 
the  east  from  this  city,  and  during  the  past  winter  it  had  more 
business  than  it  could  well  manage.  This  road  was  one  of  those 
which  were  badly  crippled  b}'  the  fire,  the  conflagration  having 
destroyed  all  the  buildings  owned  by  the  company  in  Chicago^ 
and  all  means  of  handling  freight  under  cover  for  a  considerable 
time,  while  at  the  same  time  it  created  a  demand  for  brick,  tim- 
ber, and  all  kinds  of  building  material,  which  Avas  furnished  in 
large  quantities  from  the  line  of  this  road,  and  its  connections, 
west  of  Kalamazoo.  The  handling  of  this  class  of  freight  to 
some  extent  interfered  with  the  usual  large  amount  of  through 
traffic  moved  by  this  company  during  the  winter  months,  and 
necessarily  caused  some  delay,  but  altogether  a  much  greater 
tonnage  was  carried  than  ever  before,  and  the  present  enlarged 
facilities  of  the  road  enable  it  to  still  largely  increase  its  convey- 
ing capacity  the  coming  season. 

The  company  have  determined  to  relay  the  entire  road  with 
steel  rail,  and  to  complete  the  double-tracking  as  soon  as  possible. 
Contracts  have  been  made  for  16,000  tons  of  steel  rail,  to  be  laid 
this  season,  and  the  second  track  is  in  rapid  progress  between 
Detroit  and  Ypsilanti,  and  between  Niles  and  Lake  station.  The 
air  line  and  the  main  line  already  supply  two  tracks  between 
Niles  and  Jackson. 

The  second  track  is  to  be  laid  with  steel,  and  will  be  sul)stun- 
tially  completed  next  year.  On  the  first  of  November  it  is 
expected  that  the  entire  line  of  384  miles  will  be  under  double 
track,  with  the  exception  of  about  65  miles. 

The  Michigan  Central  has  for  a  few  years  past  developed,  or 
aided  in  developing,  a  vast  netAvork  of  railways  in  the  peninsula 
of  Michigan.  The  Michigan  Central,  the  Lake  Shore,  Michigan 
Southern,  and  Pennsylvania  Central  have  been  striving,  not  only 
for  the  larger  share  of  the  business  of  the  peninsula,  l3ut  to  be 
the  first  to  tap  the  Gfreat  Northern  Pacific  road,  at  Mackinaw,  or 
at  Dulutli.  The  result  has  been  that  more  railroads  have  been 
constructed  in  Michigan,  than  will  pay  immediately  from  tlie 
,  point  of  view,  at  least,  at  which  the  stocks  are  viewed  by  a  rail- 


14  RAILROADS    OF    CHICAGO. 

road  stockholder.  Yet  the  vast  forests  of  Michigan  will  be  made 
more  accessible,  and  the  State  will  rapidly  become  settled  and 
developed,  as  a  consequence.  The  roads  which  have  no  nominal 
connection  with  the  Michigan  Central,  but  are  controlled  by  its 
managers,  include  no  less  than  five  lines  north  of  its  main  line, 
with  about  700  miles  of  road,  only  283  of  which  it  operates,  and 
232  miles  of  road  south  of  its  main  line,  113  of  which  it  operates. 

The  company  propose  to  complete  the  doubling  of  the  track  as 
soon  as  possible,  and  increase  the  rolling  stock  so  as  to  move  the 
largest  possible  volume  of  business  at  the  least  possible  cost. 

The  following  is  a  statement  of  the  lines  operated  during  the 
past  fiscal  year : 

MILES. 

Main  Line — Detroit  to  Chicago 284 

Air  Line  Division — Jackson  to  Niles 103 

Grand  Eiver  Valley  Division — Jackson  to  Grand  Rapids 97 

Jackson,  Lansing,  and  Saginaw  Division — Jackson  to  Wells 144 

Kalamazoo  and  South  Haven  Division 32 

South  Bend  Division — Niles  to  South  Bend 10 

Joliet  Division — Lake  Station  to  Joliet 44 

Total 714 

Besides  these  the  company  run  their  trains  over  the  Chicago  and 
Michigan  Lake  Shore  road  to  Pentwater,  a  distance  of  150  miles. 
The  officers  of  this  road  are  as  follows : 

DIRECTORS. 

James  F.  Joy,  Detroit;  John  W.  Brooks,  Nathaniel  Thayer. 
H.  H.  Hunnewell,  Sidney  Bartlett,  Boston ;  George  F.  Talman, 
Moses  Taylor,  John  Jacob  Astor,  New  York. 


President — James  F.  Joy. 

Vice  President — Nathaniel  Thayer. 

Treasurer — Isaac  Livermore. 

General  Superintendent — H.  E.  Sargent. 

Vice  Treasurer  and  Clerk — Joshua  Crane. 

Auditor — William  Boott. 


RAILROADS    OF   CHICAGO.  15 

THE  ILLINOIS  CENTRAL 

Is  peculiarly  a  Chicago  road,  and,  perhaps  more  than  any  other 
road,  tests  the  ability  of  Chicago  to  compete  with  rival  cities  for 
the  carrying  trade  on  the  lower  latitudes. 

The  report  of  the  last  fiscal  year,  which  ended  on  December  3, 
1871,  shows  a  gain  over  those  of  1870,  although  the  earnings  of 
the  Iowa  branch  were  not  sufficient  to  meet  tlie  expenses  of  oper- 
ating the  line  by  139,000.  The  road  has  been  for  several  years 
obliged  to  meet  the  rival  competition  of  great  east  and  west  trunk 
roads,  which  have  been  able  for  the  past  year  to  carry  freight  to 
the  seaboard  from  central  Illinois  at  the  rates  that  it  was  carried 
from  Chicago,  and  this  being  the  case,  a  large  amount  of  the 
grain  of  central  Illinois,  instead  of  seeking  Chicago,  passed  by 
these  longitudinal  roads  to  the  east  directly.  All  that  Chicago 
needs  to  regain  almost  the  entire  amount  of  this  lost  traffic  is  to 
obtain  better  and  cheaper  modes  of  water  transit.  This  is  per- 
haps to  be  attained  by  the  enlargement  of  the  Canadian  canals, 
since  the  Canadian  cabinet  have  recommended  the  expenditure 
of  $4,000,000  upon  the  canals  along  the  Niagara  river  and  the  St. 
Lawrence  so  as  to  admit  the  passage  of  vessels  of  one  thousand 
tons  burden. 

This  company  lost  in  the  great  October  tire  its  passenger  depot, 
freight  depot,  land  office,  several  small  buildings,  and  26  freight 
cars.  All  the  buildings  except  the  land  office,  which  was  sup- 
posed to  be  fire-proof,  were  covered  by  insurance.  The  freight 
depot  has  been  rebuilt,  and  the  reconstruction  of  the  passenger 
depot  awaits  the  question  of  securing  title  to  a  site  at  the  foot  of 
Dearborn  and  Madison  streets. 

A  contract  has  been  formed  with  the  Gilman,  Clinton  and 
Springfield  railway  by  which  all  its  Chicago  and  JSTew  England 
traffic  is  to  pass  over  the  Illinois  Central. 

This  company  have  also  entered  into  an  agreement  with  th  e 
Chicago  and  Iowa  road,  under  which  the  eastern  traffic  of  that 
road  is  secured  between  Dunleith  and  Forreston. 

Arrangements  have  been  perfected  whereby  the  company  will 
shortly  be  able  to  run  through  trains  to  New  Orleans  and  all 
the  important  southern  cities.  Links  of  road  are  to  be  built  as 
soon  as  possil)le  between  Jackson,  Miss.,  and  Cairo,  and  between 


16  KAILEOADS    OF    CHICAGO. 

Columbus,  Ky.,  and  Cairo,  which  will  extend  this  southern  rail- 
way system  to  Cairo,  and  enable  connections  to  be  formed  with 
northern  roads. 

The  land  department  sold  in  1871,  48,927  acres,  for  $459,404 ; 
the  aggregate  of  sales  since  the  land  grant  up  to  the  end  of  1871 
has  been  2,315,790  acres.  There  remain  unsold  of  the  land  grant 
379,210  acres. 

The  company  at  present  own  193  first-class  engines,  4,344 
freight  cars  of  all  kinds,  and  162  passenger  cars. 
The  oflQcers  of  the  road  are : 

I'resident — John  Newell. 

Auditor — Wm.  Vernon. 

General  Passenger  Agent — W.  P.  Johnson. 

General  Freight  Agent — J.  F.  Tucker. 

Superintendent  Northern  Division — J.  C.  Jacobs. 

General  Agent — John  J.  Sproull. 

Treasurer — Wm.  K.  Ackerman. 

General  Superintendnet — A.  Mitchell. 

Assistant  General  Passenger  Agent — W.  A.  Thrall. 

Superintendent  Chicago  Division — C.  A.  Beck. 

Superintendent  Iowa  Division — J.  P.  Farley. 

Purchasing  Agent — Stephen  Hoyt. 


MILWAUKEE  AND   ST.  PAUL. 

A  few  years  ago  Milwaukee  was  an  earnest  rival  of  Chicago, 
having  a  population  as  large  and  prospects  for  the  future  as 
bright.  The  former  city  established  a  line  of  ocean-built  steamers 
to  cross  the  lake  at  all  seasons  of  the  year,  and  thus  furnish  an 
outlet  for  its  coinmerce  in  winter  as  well  as  summer.  For  some 
time  it  was  believed  that  these  steamers  could  profitably  be  sub- 
stituted for  unbroken  railway  lines ;  but  gi'adually  the  truth  be- 
came apparent  that  even  iron-clad  steamers  could  not  regularly 
and  swiftly  cleave  their  way  through  the  immense  ice  floes  that 
accumulated  late  in  the  winter  on  the  surface  of  Lake  Michigan. 
The  Milwaukee  and  St.  Paul  Eailway  corporation  owns  and  con- 
trols a  system  of  railroad  of  more  than  1,600  miles  in  length. 
When  the  section  from  Winona  to  La  Crosse,  and  the  line  from 


C.R.  FIELD  &  CO. 

151  Monroe  Street, 

(Keafs  Block,)  CHICAGO,    ILL. 

REAL  ESTATE 


AND 


MUNICIPAL    LOANS. 

Joel  D.  Harvey, 

REAL  ESTATE  AND  LOANS, 

174  LA  SALLE  STREET, 
CHICAGO. 

Particular  attention  given  to  management  of  estates  for  non-residents,  invest- 
ment of  funds  for  a  term  of  years,  etc. 


REFER    TO 
M.  L.  Sykbs,  Jr.,  V.  Pre»"t  Chicago  &  Northwestern  Railway  Co.,  52  Wall  St.,  N.  Y. 


KEER,  DAVISON  &  WELCH, 


mt 


142    LA  SALLE   STREET. 


Particular  Attention  given  to  Property  of  Non-Residents. 


TAZES  PAIS,  BEITT  COLLECTEC,  IITVESTMEiTTS  MADE,  Etc. 


J.   ESAI AS  WARREN 


Real  U  id  M  Broler, 


No.  18  CHAMBER  OF  COMMERCE. 


NOTE.— 10,000  feet  front  age  of  the  choicest  property  for 
investment,  on  the  South  Park  and  Boulevards,  and  on  Michigan, 
Wabash,  Indiana,  Prairie,  Calumet,  and  Vincennes  Avenues.  Also, 
,a  large  amount  of  Central  Business  Property,  as  well  as  valuable 
Property  in  the  North  and  West  Divisions.  Information  given  with- 
out charge. 


RAILROADS    OF    CHICAGO.  17 

Milwaukee  to  this  city,  now  building,  shall  be  completed,  the 
company  will  own  and  operate  1,641  miles  of  road. 
These  lines  are  as  follows : 

MILES. 

Milwaukee  to  Prairie  du  Cliieii 193 

Milton  to  Monroe 42 

North  McGregor  to  St.  Paul 213 

Mendota,  Minn.,  to  Minneapolis 9 

Conover  to  Decorah 10 

Calmar  to  Algona 126 

Austin  to  Mason  City 40 

Milwaukee  to  La  Crosse 196 

Watertown  to  Madison . 37 

Milwaukee  to  Portage 95 

Horton  to  Berlin  and  Winneconne 58 

Winona  to  St.  Paul 103 

Total, 1,131 

The  railways  operated  and  to  be  operated  by  the  company 
are: 

MILES. 

Oslikosh  and  Mississippi  railway,  from  Ripon  to  Oshkosli 19 

Madison  and  Portage  railway,  from  Madison  to  Portage 39 

Hastings  and  Dakota  railway,  from  Hastings  to  Carver . : 48 

Winona  to  La  Crosse 27 

Milwaukee  to  Chicago 85 

Western  Union  railroad,  from  Racine  to  Rock  Island 197 

Western  Union  railroad,  from  Sabula  to  Warren 88 

Western  Union  railroad,  from  Eagle  to  Elkhorn 17 

Grand  total  of  miles,  owned  and  operated 1,641 

By  the  first  day  of  October,  1872,  this  grand  system  of  railways 
will  be  made  tributary  to  Chicago  to  a  greater  or  less  degree, 
since  that  is  the  date  which  has  been  set  for  the  completion  of 
the  road  from  Milwaukee  to  Chicago.  The  entire  length  of  this 
85  miles  runs  west  of  the  lake  shore  from  one  to  three  miles,  very 
nearly  exactly  along  the  watershed  which  divides  the  valley  of  the 
Mississippi  from  that  of  the  St.  Lawrence.  There  is  not  a  bridge, 
therefore,  of  any  importance  to  be  constructed  along  the  entire 
line  between  the  two  cities.  The  track  is  to  be  of  steel  tllroughout, 
and  it  is  the  design  of  the  company  to  run  at  least  one  passenger 
train  through  between  this  city  and  Milwaukee  without  stopping 


18  EAILKOADS    OF   CHICAGO. 

except  to  take  wood  and  water.     The  line  avoids  the  towns  along 
the  lake  shore,  but  way  stations  will  be  thicklj^  scattered  along 
the  road  for  the  convenience  of  the  thickly-settled,  rich  farming 
country  through  which  it  passes. 
The  officers  are  as  follows  : 

President — Alex.  Mitchell. 

Vice  President — Russell  Sage. 

General  Manager — S.  S.  Merrill. 

Secretary  and  Treasurer— R.  D.  Jennings. 

Ass't  Sec'y  and  Transfer  Agent — James  M.  McKinlay. 

Attorney — John  W.  Gary. 

Supt.  La  Grosse  and  Prairie  du  Ghien'Divs. — H.  0.  Atkins. 

Superintendent  Northern  Division — L.  R  Rock. 

Supt.  Iowa  &  Minn,  and  Iowa  &  Dakota  Divs. — C.  H.  Prior. 

General  Passenger  Agent — A.  'V.  H.  Garpenter. 

General  Freight  Agent — 0.  E.  Britt. 

Auditor — J.  P.  Whaling. 

Paymaster — G.  A.  Place. 

Purchasing  Agent — Robert  Wason,  Jr. 


ROCK  ISLAND  AND  PACIFIC. 

This  is  one  of  the  oldest,  one  of  the  best  known  and  most  pros- 
pering roads  in  the  west,  and  was  one  of  the  first  roads  which 
gave  to  Ghicago  its  importance  as  a  commercial  center,  as  well  as 
to  show  the  boundless  resources  of  the  undeveloped  west.  This 
road  is  constantly  extending  westward  and  south  westward  m  its 
lines.  At  the  present  time  there  are  1,019  miles  of  road  in  oper- 
tion,  as  follows : 

MILES. 

Cliicago  to  Davenport 183 

Bureau  Junction  to  Peoria,  111 46 

Davenport  to  Missouri  River  (Council  Bluffs) 310 

Washington,  Iowa,  to  Leavenworth,  Kan 375 

Washington  to  Sigourney,  Iowa 29 

DesMoines,  Iowa,  to  Indianola  and  Winterset 47 

Atchison  Branch 29 

Total, 1 ,019 


EAILllOADS    OF    ('HICA(H>.  19 

To  show  how  rapidly  the  company  is  Iniikling  new  roads,  it 
should  be  said  of  the  above  aggregate  there  were  added  during  the 
year  ending  March  31, 18T2,  the  following  length  of  road : 

MILES. 

Oentreville,  Iowa,  to  Cameron,  Mo. 139 

Connection  with  east  end  of  Leavenworth  Bridge la 

Connection  with  west  end  of  Leavenworth  Bridge 2^ 

Washington  to  Sigourney 29 

Des  Moines  to  Indianola 22 

Somerset  Junction  to  Winterset ,  _  26 

Atchison  Branch 29 

Total 239 

The  Iowa  branches  have  had  expended  upon  them  over  $850,- 
000  in  consideration  of  bonds  and  a  controling  interest  in  the 
stock  of  the  local  companies  which  have  prepared  the  road  beds. 
These  lines  are  situated  midway  between  the  main  line  and  the 
Burlington  and  Missouri  river  railroad,  and  traverse  one  of  the 
richest  agricultural  sections  of  Iowa. 

The  Chicago  and  Southwestern  road  was  opened  for  business 
Oct.  9,  1871,  the  very  date  of  the  great  conflagration.  It  has  been 
completed  and  equipped  at  a  cost  of  half  of  million  in  excess  of 
its  earnings,  which  amount  has  been  taken  from  the  earnings  of 
the  main  line.  On  the  first  of  July  the  branch  to  Atchison  was 
opened  which  Avill  add  a  considerable  business  from  that  city,  and 
secures  connections  with  the  Atchison,  Topeka  and  Santa  Fe  road, 
as  well  as  other  roads  centering  there.  The  completion  of  the 
bridge  at  Leavenworth  at  the  commencement  of  June  also  affords 
connection  with  the  roads  starting  west  and  south  of  that  point. 

Owing  to  the  snow  blockade  of  the  Union  Pacific  last  winter, 
the  great  fire,  and  the  want  of  storage  room  for  grain  A\-ithin  the 
city  during  last  winter,  the  gross  earnings  of  the  road  were  some- 
whiit  less  for  the  last  year  than  for  the  antecedent  year ;  but,  as 
the  expenses  have  been  much  less,  the  net  earnings  are  greater 
than  for  the  preceding  year. 

During  the  year  708,443  passengers  were  transported  over  the 
road  and  2,028,695,240  pounds  of  freight  carried. 

Of  steel  rails  the  company  now  has  5,885  tons,  and-  of  steel- 
capped  rails  348  tons.  The  latter  have  not  proved  satisfactory, 
while  the  solid  Bessemer  rails  have  done  excellent  service. 


20  RAILROADS    OF    CHICAGO. 

The  company  own  182  engines,  93  passenger  coaches,  3,701 
freight  and  construction  cars,  and  9  sleeping  coaches.  They  were 
lost  by  the  fire  3  sleeping,  8  day,  5  baggage,  and  6  freight  cars. 

The  road  possesses  a  land  endowment  fully  adequate  to  the 
requirement  of  its  bonded  debt. 

The  following  are  the  officers  of  this  company : 

President — John  F.  Tracy. 

Vice-President  and  General  Supt. — Hugh  Riddle. 

Secretary  and  Treasurer — Francis  H.  Tows. 

Assistant  Treasurer — F.  D.  »Sherman. 

Register  of  Stock — Corn  Exchange  Bank,  New  York.. 

Assistant  General  Superintendent — A.  Kimball. 

Solicitor — Geo.  C.  Campbell,  Chicago. 

Cashier— W.  G.  Purdy. 

Auditor — F.  A.  Sherman. 

General  Passenger  Agent — A.  M.  Smith. 

General  Ticket  Agent — E.  St.  John. 

General  Freight  Agent — L.  Viele. 

Chief  Engineer — E.  H.  Johnson. 

Purchasing  Agent — Allen  Manvel. 

Assistant  Supt.  Western  Division — H.  F.  Royce. 

Executive  Committee — John  F.  Tracy,  Wm.  L.  Scott,  B.  F. 
Allen,  Francis  H.  Tows,  Hugh  Riddle. 


PITTSBURGH,  FT.  "WAYNE   &  CHICAGO. 

One  of  the  most  popular,  and  one  of  the  busiest  roads  centering 
in  Chicago,  is  the  one  mentioned  above.  This  is  another  of  the 
roads  managed  and  operated  by  the  Pennsylvania  Central.  Its 
gross  and  net  earnings  presented  in  another  column,  show  the 
immense  business  which  is  transacted  on  this  road.  The  Peninsular 
Branch,  which  is  to  penetrate  the  peninsula  of  Michigan,  ulti- 
mately to  Mickinaw,  has  just  been  completed  to  Valparaiso,  so  as 
to  form  a  junction  with  the  Pittsburgh,  Ft.  Wayne  and  Chicago 
road;  and  this  extension  will  undoubtedly  add  a  considerable 
business  to  Chicago.  This  company  owns  and  operates  exactly 
500  miles  of  road,  of  which  4G8  miles  constitute  the  main  line 
between  this  city  and  Pittsburgh. 


RAILROADS    OF    CHICAGO.  21 

The  officers  of  the  road  are  as  follows : 
President — T.  A.  Scott. 
Vice-President — Wni.  Thaw. 
G-eneral  Manager — J.  ]*^.  McCulloch. 
General  Agent — W.  P.  Slmm. 

G-eneral  Passenger  and  Ticket  Agent — P.  R.  Myers. 
Ass't  Genl  Passsenger  and  Ticket  Agents — S.  F.  Scull  and 

W.  C.  Cleland. 
General  Freight  Agent — W.  Stewart. 
Assistant  General  Freight  Agent— C.  L.  Cole. 


THE  PITTSBURGH,  CINCINNATI  &  ST.  LOUIS 

Is  another  of  the  railroads  controlled  by  the  Pennsylvania  Cen- 
tral, which  owns  a  majority  of  its  stock.  The  name  of  the  road 
would  indicate  that  it  had  little  to  do  with  Chicago.,  but  by  a 
lease  of  the  Columbus,  Chicago  and  Indiana  Central,  it  becomes 
one  of  the  prominent  roads  of  Chicago,  giving  Chicago  direct 
communication  with  Cincinnati,  Logansport,  Indianapolis,  and, 
by  way  of  Columbus,  another  route  to  the  east.  The  Pittsburgh, 
Cincinnati  and  St.  Louis  road  ranks  as  a  first-class  road,  the 
earnings,  as  shown  by  its  last  report,  being  116,500  per  mile. 
The  Chicago,  Columbus  and  Indiana  Central  is  really  a  compet- 
ing line  with  the  Pittsburgh,  Fort  Wayne  and  Chicago,  and  it 
has  been  supposed  that  the  Pennsylvania  company,  in  making 
the  loan  had  not  consummated  a  really  sharp  bargain ;  but  the 
report  of  the  Pittsburgh,  Columbus  and  St.  Louis  Eailway  com- 
pany for  the  year  1871  shows  that  this  road  is  rapidly  rising  to 
be  a  profitable  road.  This  road  with  its  leased  lines,  forms  a  line 
of  1,211  miles.  The  road  at  present  comprises  the  main  line  from 
Pittsburgh  to  Columbus,  193  miles,  with  a  branch  74  miles  long ; 
the  Little  Miami  road,  from  Columbus  to  Cincinnati,  120  miles, 
and  its  branches,  76  miles  in  length ;  the  system  known  as  the 
Columbus,  Chicago  and  Indiana  Central  railway,  which  includes 
a  line  from  Columbus  to  Indianapolis,  one  from  Bradford  Junc- 
tion, 0.,  to  Chicago,  one  from  Richmond  to  Logansport,  Ind.,  and 
one  from  Logansport  west  to  the  Indiana  State  line,  in  all  588 
miles.     The  company  has  recently  leased  the  Jefferson,  Madison- 


22  KAILKOADS    OF    CHICAGO. 

ville  and  Indianapolis  railroad,  wliich  makes  the  grand  total  of 
mileage  controled  by  the  company  1,211  miles  as  stated  above. 
The  earnings  of  the  line  from  Columbus  to  Pittsburgh,  for  1871^ 
for  freight,  passengers,  mails,  etc.,  were  $3,316,973;  the  expenses 
11,374,078,  leaving  the  net  earnings  for  the  year  1942,895. 

The  gross  earnings  of  the  Chicago,  Columbus  and  Indiana 
Central  Railway  for  the  same  period  were  $4,170,338,  and  the  net 
earnings  were  11,040,232. 

The  general  officers  of  the  company  are,  with  three  or  four  ex- 
ceptions, the  same  as  those  of  the  Pittsburgh,  Fort  Wayne  and 
Chicago  company.  The  president,  vice  president,  and  general 
manager  are  the  same;  Comptroll;T,  T.  D.  Messier;  Auditor,- 
John  E.  Davidson  ;  Treasurer,  M.  E.  Spencer ;  Assistant  G-eneral 
Manager,  T.  D.  Laying. 


THE  CHICAG-0,  DANVILLE  &  VINCENNES 

Company  was  incorporated  by  the  Legislature  of  the  State  of 
Illinois  in  1865,  with  authority  to  construct  and  operate  a  rail- 
road from  Chicago  by  way  of  Danville,  in  Vermillion  county, 
and  Paris,  in  Edgar  county,  to  a  point  opposite  Vincennes,  in  the 
State  of  Indiana.  About  a  year  ago  the  road  was  completed  to 
Danville  and  beyond  to  a  point  where  it  connects  with  the  Terre 
Haute  and  Chicago  Railroad.  The  length  of  the  line  is  about  140^ 
miles.  The  line  passes  through  a  well  settled  country,  highly 
cultivated,  and  not  surpassed  in  productiveness  by  any  portion  of 
Illinois.  It  is  a  north-and-south  road,  and  is  obliged  to  compete,- 
in  the  grain  traffic,  with  powerful  cross  roads.  Yet  the  superior 
advantages  afforded  by  Chicago  for  the  transit  of  heavy  freights 
eastward,  particiilarly  in  summer,  will  give  this  road  a  large  busi- 
ness. But  in  addition  to  this,  the  Chicago,  Danville  and  Vin- 
cennes road  traverses  the  famous  Indiana  block  coal  region,  and 
has  already  developed  a  very  large  traffic  in  the  transportation  of 
this  coal  to  Chicago  for  use  in  the  blast  furnaces,  as  well  as  for 
domestic  use.  The  coal  being  free  from  sulpher,  is  coming  into 
general  use,  and  is  universally  regarded  as  the  only  bituminous 
coal  that  is  fit  for  the  purposes  of  smelting  iron.  The  company 
is  now  engaffed  in  the  construction  of  a  branch  about  five  miles. 


RAILEOADS    OF    CHICAGO.  23 

in  length,  which  will  terminate  at  Brazil,  Indiana,  the  center  of 
the  coal  region,  so  that  by  the  coming  fall  the  company  will  have 
facilities  for  furnishing  the  coal  at  something  like  one  dollar  per 
ton  less  than  it  can  now  be  sold  in  this  city. 

The  road  is  a  first-class  road  in  all  respects,  and  connects 
Chicago  with  the  important  cities  of  Terre  Haute,  Evansville, 
Nashville,  and  Mobile,  forming  a  line  between  this  city  and  Nash- 
ville, shorter  by  a  good  many  miles  than  any  other  line.  Its  local 
business  is  derived  from  an  area  equal  to  35  square  miles  of  tei'ri- 
tory  to  each  mile  of  road,  which  is  a  larger  proportioned  area  than 
most  of  the  great  western  and  southern  roads  of  Chicago  possess. 
The  road  has  not  been  in  operation  long  enough  for  the  first 
annual  report  to  be  issued,  but  the  reported  earnings  for  May  last 
will  give  a  pretty  good  idea  of  what  this  road  is  doing.  The  total 
earnings  for  the  mouth  were  $50,139.32  ;  the  operating  expenses 
were  $25,069.66,  and  the  interest  on  the  bonds  issued  for  the 
same  time  was  114,583.33  ;  which  leaves  the  net  earnings  of  the 
road  for  the  month  110,486.33. 

The  company  has  purchased  24  locomotives,  and  has  eight  first 
class  passenger  cars ;  two  mail  cars,  and  three  baggage  cars,  and 
600  freight  and  coal  cars  of  all  varieties. 
The  officers  are : 

President — W.  D.  Judson,  New  York. 

Treasurer — Amos  Tenney,  New  York. 

Secretary — F.  E.  Irwin,  Chicago. 

Chief  Engineer — W.  L.  Robbins,  Chicago. 
The  operating  officials  are : 

General  Manager — J.  E.  Young. 

Superintendant — C.  E.  Charlesworth. 

General  Freight  Agent — Chas.  Greenwood. 

General  Ticket  Agent— C.  B.  .Mansfield. 

Within  a  short  time  the  company  has  made  arrangements 
whereby  it  will  shortly  open  a  line  from  Danville  in  a  nearly 
direct  line  to  Paducah,  Ky.,  where  it  will  connect  with  the  south- 
western railway  system,  and  within  a  few  days  this  road  will  have 
through  trains  running  from  Chicago  to  Evansville,  on  the  Ohio 
river,  where  a  connection  will  be  made  with  the  entire  southern 
railway  system. 


24  RAILROADS    OF    CHICAGO. 

THE  CHICAGO  AND  IOWA 

Is  a  short  road  extending  from  Aurora  to  Foreston,  on  the  main 
line  of  the  Illinois  Central  railway,  a  distance  of  81  miles.  The 
object  is  to  make,  by  means  of  the  eastern  section  of  the  Chicago, 
Burlington  and  Quincy,  and  the  northern  section  of  the  Illinois 
Central,  a  direct  line  from  Chicago  to  Dubuque.  This  has  been 
heretofore  prevented  by  an  injunction  on  the  part  of  the  Chicago 
and  Northwestern  Company,  restricting  the  Illinois  Central  Com- 
pany from  consumating  the  proposed  arrangement.  This  injunc- 
tion has  been  recently  dissolved,  and  on  the  4th  of  August  through 
trains  commenced  running  from  this  city  to  Dubuque,  two  trains 
leaving  and  arriving  each  day. 

The  freight  and  passenger  trains  have  run  regularly  for  some 
time  on  the  Chicago  and  Iowa  road  from  Chicago  to  Foreston.  a 
distance  of  119  miles.     The  officers  of  the  road  are : 

President — F.  E.  Hinckley. 

General  Superintendent — C.  B.  Hinckley. 


OILMAN,  CLINTON,   &  SPRING-FIELD. 

This  road  extends  from  Gilman,  on  the  Illinois  Central  road,  to 
Springfield,  the  capital  of  Illinois.  By  means  of  sections  of  the 
Illinois  Central  and  the  Chicago  and  Alton  roads,  it  forms  a  very 
direct  route  from  Chicago  to  St.  Louis,  and  although  a  few  miles 
longer  than  the  Chicago  and  Alton  road,  yet  the  excellent  facili- 
ties for  entering  and  leaving  Chicago  rapidly,  fully  compensates 
for  the  greater  distance.  This  line  of  road  comprises  111  miles 
from  Gilman  to  Springfield.  It  passes  through  a  section  of  the 
State  not  surpassed  in  fertility,  and  the  road  is  one  of  the  best  in 
the  State.  Its  management  is  so  well  superintended  that  it  is 
rapidly  attracting  a  large  and  deserved  popularity. 
The  general  officers  are : 

President — S.  H.  Melvin. 

General  Superintendent — J.  H.  Sheldon. 

Treasurer— G.  N.  Black. 

General  Freight  Agent — F.  M.  Wilkinson. 

General  Ticket  Agent — T.  L.  Hayden. 


RAILROADS    OF    CHICAGO.  25 

CHICAGO  AND  MICHIGAN  LAKE  SHORE. 

This  road  extends  from  New  Buffalo,  Mich.,  along  the  eastern 
shore  of  Lake  Michigan  to  Pentwater,  a  distance  of  169  miles. 
At  new  Buffalo,  it  connects  with  the  Michigan  Central,  which 
latter  company,  at  the  present  time,  operates  it.  An  extensive 
freight  and  passenger  business  between  Chicago  and  the  east- 
shore  ports  already  exists,  and  is  constantly  and  rapidly  growing 
larger. 


MISSOURI,  KANSAS  &  TEXAS. 

The  Chicago  business  of  this  road  now  goes  via  St.  Louis  over 
the  Chicago  &  Alton,  Illinois  Central,  and  Missouri  Pacific,  the 
total  distance  to  A'-to-ka  being  854  miles,  and  to  Sherman,  Texas 
(62  miles  from  end  of  track)  916  miles.  Another  desirable  route 
will  be  opened  this  fall.  The  Missouri,  Kansas  &  Texas  Com- 
pany are  building  an  extension  of  their  road  north  from  Sedalia, 
72  miles  to  Moberly,  at  which  j^oint  connection  will  be  had  with 
Chicago  by  the  St.  Louis,  Kansas  City  &  Northern  ("North 
Missouri"),  Hannibal  &  St.  Joseph  and  Illinois  Central  Eail- 
ways.  This  line  will  cross  the  Missouri  Eiver  at  Boonville,  the 
point  of  crossing  of  the  Louisiana  &  Missouri  River  (extension 
of  the  Chicago  and  Alton)  Road  —  now  building  west  from 
Mexico,  its  present  terminus,  on  the  St.  Louis,  Kansas  City  & 
Northern  Road.  The  contract  for  the  bridge  at  Boonville  was 
let  last  week  to  the  American  Bridge  Company,  to  be  completed 
in  one  year.  The  line  from  Sedalia  to  Moberly  is-  now  ready 
for  track-laying;  the  iron  is  purchased,  and  the  road  will  be 
in  operation  the  present  fall..  At  Moberly  the  Company  will 
have  direct  Chicago  connection  via  the  St.  L.,  K.  City  &  N.,  the 
Louisiana  line  and  the  Chicago  &  Alton  Roads.  The  distance 
from  Chicago  to  Sherman,  Texas,  by  this  route  will  be  881  miles, 
or  80  iniles  nearer  Chicago  than  is  New  York  hy  the  North  Shore 
and  Neio  York  Central  Route.  On  the  completion  of  the  Louisi- 
ana &  Missouri  River  Road  from  Mexico  to  Boonville,  this  dis- 
tance will  be  somewhat  shortened,  and  the  whole  will  be  embraced 
on  two  lines  of  road. 


STATISTICAL. 


GROSS  EARIiriNGS. 


The  following  table  shows  at  a  glance  the  gross  earnmgs  of  the 
several  roads  entering  the  city.  The  Milwaukee  and  St.  Paul  is 
included,  since  it  expects  to  have  its  trains  running  to  this  city 
in  a  short  time,  when -the  general  oflSces  will  also  be  established 
in  Chicago.  The  figures  for  the  Chicago  and  Northwestern  are 
estimates,  based  upon  the  semi-annual  report  of  earnings  made 
in  January  last.  The  true  figures  are  probably  considerably 
larger,  as  the  business  of  the  company  has  largely  increased  since 
the  commencement  of  the  year : 


ROADS. 

1 

i 

•A 

I 

g 

'A 

Lake  Shore  and  Mich.  Southern.. 
Chicago  and  Alton 

$10,151,352 
3,740,203 
5,568,233 
4,213,372 
2,320,076 
2,852,014 
4,444,568 
4,046,199 

5,299;873 
7,551;275 

$3,949,874 
i;273;793 
1,899,310 
1,394,140 
773,532 
1,145,832 
1,698,469 
2,114,066 

"l,724;544 
3,260,654 

$676,748 
264,914 
933,598 
288,285 
232,365 
172,492 
547,658 
281,147 

530,157 
690,232 

$14,797,975 
5,278,910 
8,401,141 
5,900,797 
3,316,973 
4,170,338 
6,690,695 
6.441,413 
8,822,206 
7,554,575 
11,402,161 

$5,018,169 
2,198,085 

niinois  Central 

2,732,847 

Chicago,  Rock  Island  and  Pacific. 
Pittsburgh,  Cin.  and  St.  Louis  .._ 
Chicago,  Columbus  and  Ind.  Cent 

Milwaukee  and  St.  Paul 

Michigan  Central 

Pittsburgh,  Ft.  Wayne  and  Chi... 
Chicago,  Burlington  and  Quincy. 
Chicago  and  Northwestern 

2,950,535 
942,895 
1,040,232 
2,840,341 
1,903,609 
4,310,906 
2,619,177 
2,618,323 

Totals 

$50,187,165 

$19,234,214 

$4,547,596 

$82,776,984 

$29,175,119 

LENGTH    OF   LINES. 

The  following  table  represents  the  total  length  of  railroad  now 
built,  owned,  and  leased  by  each  company  whose  lines  enter  the 
city  of  Chicago.  It  should  be  remembered  that  these  figures  per- 
tain only  to  lines  centering  in  Chicago,  and  not  to  attributes  to 
those  lines.  If  there  is  any  exception  to  this,  it  only  applies  to  the 
branch  of  the  Pittsburgh,  Cincinnati  and  St.  Louis,  which  extends 
to  the  western  cities  that  aid  in  giving  the  name  to  the  road : 


KAILROADS    OF    CHICAGO. 


37 


Lake  Shore  and  Michigau  Southern  . 

Chicago  and  Alton..... 

Illinois  Central 

Chicago,  Rock  Island  and  Pacific 

Milwaukee  and  St.  Paul 

Michigan  Central 

Pittsburgh,  Fort  Wayne  and  Chicago 
Chicago,  Burlington  and  Quiucy.... _ 

Chicago  and  Northwestern _. 

Pittsburgh,  Cincinnati  and  St.  Louis 

Chicago  and  Iowa 

Chicago,  Danville  and  Vincennes 

Chicago  and  Michigan  Lake  Shore... 
Gilman,  Clinton  and  Springfield 


Total. 


540 
242 
456 
493 

812 
387 
468 
400 


3221/2 


211 
326' 


1,073V^ 

599.6 
1,0.35 
1,019 
1,641 

714 

500 

781  lA 
1,590 
1,211 
83 

205 

169 

111 

.9,708'^ 


DAILY   TRAILS. 

The  table  presented  below  shows  the  number  of  regular  trains 
which  arrive  and  depart  each  day  on  the  several  roads.  The 
trains  given  to  the  Chicago,  Burlington  and  Quincy  road,  repre- 
sent all  the  trains  which  run  on  diverging  lines,  except  the 
Chicago  and  Iowa  road.  To  these  regular  trains,  amounting  to 
337  in  number,  should  be  added  an  estimated  number  to  repre- 
sent special  freight  and  passenger  trains.  A  low  estimate  of  these 
irregular  trains  would  give  some  twenty  freight  trains  and  five 
passenger  trains  each  day,  especially  in  the  busiest  period  of  the 
year,  which  would  make  a  grand  total  of  363  daily  trains: 


OUT. 


Chicago  and  Northwestern- 
Galena  Division 9 

Fox  River  Branch ..j  1 

Mihvunkec  Division i  2 

Clinton  Division '  4 

Pittsburgh.  Fort  Wayue  and  Cliicago '  (i 

Illinois   Central ]  9 

Chicago  and  Alton _ 10 

Michigan  Central 6 

Lake  Shore  and  Michigan  Southern 1  (i 

Chicago,  Danville  and  Vincennes :  2 

Chicago,  Burlington  iuid  Quincv 8 

Pittsburgh.  Cincinnati  and  St.  Louis 4 

Chicago  and  Iowa... tl 

Milwaukee  and  St.  Paul _ 

Totals _ _...:  72 


PASSENGEK. 


NEW   ROADS. 


Nearly  all  the  roads  whose  names  are  mentioned  below,  have 
either  acquired,  or  are  in  a  fair  way  to  acquire,  the  right  of  way 
into  the  city.  Inasmuch  as  they  propose  to  enter  the  city  on  lines 
adjacent  to  existing  railroad  lines,  little  opposition  has  been  or 
will  be  offered  to  them,  and  some  of  them  will  be  completed  in 
less  than  a  year. 


CHICAGO,  DECATUR  &  ST.  LOUIS. 

It  was  the  original  design  of  the  corporators  of  this  company  to 
construct  a  line  of  road  from  Decatur  to  Chicago  by  the  most 
direct  route,  and  in  connection,  with  what  was  then  known  as  the 
Decatur  and  East  St.  Louis  road,  complete  the  shortest  possible 
line  between  Chicago  and  St.  Louis. 

When  the  survey  was  made,  it  was  found  that  the  direct  line 
from  Chicago  to  Decatur  would  pass  through  the  town  of  Bre- 
men on  the  Chicago  Eock  Island  and  Pacific  Eailroad.  Negoti- 
ations were,  therefore  entered  into  with  the  Chicago,  Eock  Island 
and  Pacific,  and  the  Toledo,  Wabash  and  Western  Eailroad  Com- 
panies for  the  right  to  use  portions  of  both  these  roads.  Little 
or  no  difficulty  was  experienced  since  the  projected  road  would 
he  simply  an  important  feeder  to  each  of  the  older  roads. 

The  entire  line  is  made  up  of  the  distance  from  Chicago  to 
Bremen,  23  miles ;  the  Chicago,  Decatur  and  St.  Louis  Eailway 
in  course  of  construction  from  Bremen  to  Decatur,  a  distance  of 
135  miles ;  and  the  St.  Louis  branch  of  the  Toledo,  Wabash  and 
Western  Eailway  from  Decatur  to  St.  Louis,  a  distance  of  108 
miles.  The  entire  distance,  therefore,  from  Chicago  to  St.  Louis 
would  be  26G  miles.  This  is  18  miles  shorter  than  the  Alton 
line  and  31  miles  shorter  than  the  Illinois  Central  line.     It  is  a 


RAILEOADS    OF    CHICAGO.  29 

line  of  long  tangents  and  short  grades,  the  maximnm  grade  being 
but  45  feet  to  the  mile. 

The  road  divides  the  distance  between  the  Illinois  Central  and 
the  Chicago  and  Alton  Railway,  being  distant  from  each  from  12 
to  25  miles. 

The  road  will  thus  pass  through  one  of  the  richest  agricultural 
districts  of  Illinois,  besides  intersecting  the  Wilmington  coal 
field.  At  Chatsworth,  this  line  will  cross  the  Toledo,  Peoria 
and  Warsaw  Railway ;  at  Farmer  City,  it  will  cross  the  Indian- 
apolis, Bloomington  and  Western  Railroad,  and  at  Decatur  it 
connects  directly  with  the  Toledo,  Wabash  and  Western  road, 
the  branches  of  which  extend,  the  one  to  St.  Louis,  and  the  other 
to  Moberly,  Mo.  The  road  will,  without  doubt,  develoi?  rapidly 
into  a  first-class  road. 

The  whole  amount  of  stock  to  be  issued  is  -M,050,000,  and  the 
total  amount  of  bonds  $2,700,000,  to  be  secured  by  mortgage. 
Contracts  have  already  been  entered  into  which  provide  for  the 
completion  of  the  road  with  the  proceeds  of  the  stock  and 
bonds. 

The  following  are  the  officers  of  the  comi)any : 

DIRECTORS. 

F.  H.  Winston,  A.  Taylor,  H.  H.  Porter,  Chicago ;  M.  S.  Sulli- 
van t.  Ford  county ;  John  MclSi^ulta,  Bloomington ;  J.  J.  Pedecord, 
W.  L.  Hammer,  E.  0.  Smith,  0.  Powers,  Decatur;  William  C. 
Shirley,  Stanton  ;  John  Stillwell,  Chatsworth  ;  J.  R.  Means,  Say- 
brook  ;  Lee  A.  Hall,  J.  C.  Prescott,  Peoria. 


President — F.  H.  Winston. 
Vice  President — E.  0.  Smith. 
Secretary — George  C.  Cam})l)ell. 
Treasurer — 0.  R.  GJlover. 
Chief  Engineer— S.  B.  Carter. 
Consulting  Engineer — E.  11.  Johnson. 


30  KAILEOADS    OF    CHICAGO. 

CHICAG-0  AND  PADUCAH. 

This  company  was  formed  by  a  consolidation  of  the  Fairbury, 
Pontiac  and  Northwestern  witli  the  Bloomington  and  Ohio  Eiver 
Eaih-oad  Company,  both  of  which  companies  were  organized 
under  special  charters  granted  by  the  Legislature  of  Illinois. 
The  road  commences  at  Streator,  at  the  termination  of  the  Fox 
Eiver  branch  of  the  Chicago,  Burlington  and  Quincy  Eailroad. 
and  crosses,  at  Pontiac.  the  Chicago,  Alton  and  St.  Louis  road. 
Thus  it  has  connection  with  Chicago  by  two  of  the  best  roads 
now  entering  the  city,  and  by  an  agreement  with  the  companies, 
favorable  terms  have  been  secured  for  the  admission  of  the  com- 
pany's business  to  Chicago. 

From  Fairbury,  where  the  road  crosses  the  Toledo,  Peoria  and 
Warsaw  Eailway,  it  runs  south  in  a  direct  course  to  Paducah, 
with  the  line  about  25  miles  from  the  main  line  of  the  Illinois 
Central  road,  and  about  20  miles  west  of  the  Chicago  branch,  and 
connects,  at  its  southern  terminus,  with  the  Springfield  and 
Southeastern  Eailway,  which  is  now  completed  to  Shawneetown, 
and  is  being  built  to  Paducah,  at  which  point  a  bridge  is  to  be 
constructed  across  the  Ohio  Eiver,  and  a  connection  thus  formed 
with  the  railroads  of  Mississippi,  with  Xew  Orleans,  Mobile,  and 
the  South.  The  road  crosses  the  l^est  coal  fields  and  the  richest 
corn  lands  in  the  State,  and  must  become  a  grand  trunk  line  for 
the  transportation  of  coal,  lumber,  and  the  chief  agricultural 
staples  of  Illinois. 

The  strong  financial  position  of  the  road  is  shown  by  the 
following  figures :  The  authorized  capital  stock  is  15,000,000  ; 
amount  of  subscriptions  by  towns  and  counties  along  the  line 
for  which  stock  has  been  issued,  $870,000 ;  amount  of  stock 
issued  to  contractors  for  work  done,  $2,595,000;  total  stock 
issued,  13,465,000.  The  amount  of  thirty-year  seven  per  cent, 
gold  bonds  now  issued  are  $3,600,000.  The  company  has  assets 
as  follows :  Unused  donations,  $310,000 :  unsold  mortgage 
bonds,  $3,200,000;  unissued  capital  stock,  $1,525,000;  total, 
$5,045,000. 

The  bonded  debt  of  the  company  on  200  miles  of  road  is  only 
$18,000  per  mile  of  completed  road.  The  stockholders  have 
made  liberal  subscriptions,  and  have  completed  67  miles  of  the 


EAILKOADS    OF    CHICAGO.  31 

road,  and  have  graded  and  made  ready  for  the  track  61  miles 
more,  the  iron  for  which  is  now  being  delivered.  The  grading 
contracts  for  the  remaining  72  miles  are  let,  and  the  right  of 
way  secured.  The  company  have  made  this  large  investment, 
amounting  to  the  completion  of  nearly  128  miles  of  road,  before 
offering  any  of  their  mortgage  bonds  for  sale,  and  have  shown 
their  confidence  in  the  road  by  taking  1400,000  of  the  bonds. 

Situated  as  the  line  is,  there  can  be  no  doubt  but  it  must 
develop  a  very  large  through  business.  The  principal  office  of 
the  company  is  in  Chicago. 

The  officers  are : 

DIRECTORS. 

P.  E.  Hinckley,  P.  B.  Shumway,  Chicago ;  David  Strawn,  W.  H. 
W.  Cushman,  Ottawa;  Ralph  Plumb,  Streator;  R.  B.  Amsbury, 
Fairbury ;  William  Piatt,  Monticello  ;  J.  B.  Titus,  Sullivan  ; 
Wm.  H.  Barlow,  Effingham. 

EXECUTIVE    COMMITTEE. 

F.  E.  Hinckley,  Ralph  Plumb, 

W.  H.  W.  Cushman,  David  Strawn, 

P.  B.  Shumway. 

OFFICERS. 

President — F.  E.  Hinckley. 

Vice  President — Ralph  Plumb. 

Treasurer — W.  H.  W.  Cushman. 

Secretary — P.  B.  Shumway. 

Counselors — E,  Walker  and  Wm.  E.  Lodge. 

Chief  Engineer — John  E.  Blunt. 


CHICAG-O,  PEKIN   &  SOUTHWESTERN. 

This  road  also  starts  at  Streator,  and  is  another  natural  feeder 
of  the  Chicago,  Burlington  and  Quincy  road.  It  is  to  pass  through 
Eureka  and  Washington  to  Pekin  on  the  Illinois  river,  and  will 
be  70  miles  in  length.  It  is  all  graded,  and  the  iron  is  laid  for 
50  miles.     The  iron  is  manufactured  at  Joliet,  l)y  the  iron  and 


32  KAILROADS    OF    CHICAGO. 

steel  company  of  that  city.  The  work  is  being  pushed  forward 
rapidly,  and  it  is  expected  that  the  first  day  of  October  will  see 
it  completed  and  in  running  order.  The  first  mortgage  bonds 
have  been  issued  at  the  rate  of  110,000  per  mile,  or  1700,000  for 
the  entire  road.  The  contract  is  let  to  responsible  parties  who 
have  the  means  to  complete  the  line. 
The  officers  are  as  follows : 

DIRECTOES. 

p.  B.  Shumway,  D.  Strawn,  Jay  Baker,  A.  E.  Tyler,  W.  W. 
Stellers,  H.  A.  Ross,  B.  H.  Harris,  J.  Dougherty,  Craig  Sharp. 

EXECUTIVE    COMMITTEE. 

F.  E.  Hinckley,  Chairman, 
Jas.  L.  Stark,  Samuel  Plumb. 

OFFICERS. 

President — F.  E.  Hinckley. 
Vice  President — J.  L.  Stark. 
Treasurer — Samuel  Plumb. 
Secretary — Fawcett  Plumb. 


CHICAGO,  OMAHA  &  ST.  JOSEPH. 

This  is  still  another  company  whose  interests  are  identified 
with  those  of  the  Chicago,  Burlington  and  Quincy  Company.  Its 
charter,  obtained  from  the  State  of  Iowa,  grants  it  authority  to 
construct  a  railroad  from  Clinton  on  the  Mississippi  in  a  south- 
westerly direction  across  the  State  of  Iowa,  with  branches  and 
connections  with  nearly  every  important  point  in  the  State.  The 
road  is  really  the  extension  of  the  Chicago,  Burlington  and  Quincy 
road  to  Omaha,  St.  Joseph,  and  the  West.  The  latter  company 
have  recently  constructed  their  road  to  a  point  on  the  Mississippi 
river  opposite  Clinton,  and  have  obtained  authority  from  Con- 
gress to  construct  a  bridge  across  the  river  at  Clinton. 

The  line,  after  leaving  Clinton,  follows  the  Mississippi  river  for 
six  miles  to  the  town  of  Comanche,  thence  it  passes  west,  crossing 
the  Maquoketa  branch  of  the  Davenport  and  St.  Paul  Railroad, 


Paper  Warehouse. 

W.  C.  CLAUKE, 

57  West  Washington  St. 

NEWS  PRINT,  White  and  Colored. 

BOOK  PAPERS,  White  and  Tinted. 

FLAT  PAPERS  of  all  descriptions. 
WRITING  PAPERS. 

ENVELOPES,   all  usual  sizes  and  qualities. 
CARDBOARD  of  all  kinds. 

GLAZED  AND  PLATED  PAPERS. 
MANILLA  PAPERS. 

COLORED  MEDIUMS. 

TWINES,  Etc.,  Etc. 

Any  description  of  Paper  made  to  order  promptly.    Samples  and  Prices  will  be  sent  upon  application. 

A.  J.  &  J.   W.   COOPER, 

154  LA  SALLE  ST.,  OTIS  BLOCK, 


Choice  City  and  Suhukhan  Properiv  Boi  giii,  Sori>  vnh  Exchancjkd. 

COFFMAN  &  ANDREWS, 

Real  Estate  and  Loan  Brokers. 

152  LA  SALLE  ST.,  ROOM  15  OTIS  BLOCK, 


Agents  of  Atchison,  Topeka  &  Santa  Fe   Railroad  of  Kansas.     3,000,000  acrt 
of  Land  for  sale  on  long  time. 


THE  CORNELL  WATCH  FACTORY 


IS  LOCATED  AT  THE  NEW  TOWN  OF 

a  O  I^  IN"  E  H,  L , 

At  the  GraiicT  Crossmss  Station  of  tlie  Michisan  Central.  Illinois  Central,  Pittsburgh  & 
Fort  Wayne  and  Michigan  Southern  Railroads,  SYs  miles  south  of  the  Court  House 
■in  Chicago,  and  is  accessible  b.y  every  train  on  each  of  the  four  roads,  as  a  State 
law  compels  every  train  to  come  to  a  full  stop  before  reaching  the  Cross- 
ing.    Thus  there  are  opportunities  for  reaching  Cornell  by  about 

150    TRAINS    EACH    DAY! 

It  is  also  midway  in  the  town  of  Hyde  Park,  and  between  the  flourishing  villages  of  South 

Chicago,  Englewood  and  Kensington,  each  of  which  is  a  nucleus  for  the  addition  of 

those  continuous  improvements  which  are  at  no  far  distant  day  to  unite  together 

and  form  that  compact  city  of  the  future  of  \\hich  Chicago  is 

to  be  the  common  center. 

The  ToAvn  of  Cornell 

Was  Platted  and  Recorded  only  siv  nronths  since,  and  any  visitor  will  be  surprised  at  the 

building  activity  presented  on  all  sides.     Lots  are  selling  rapidly, 

and  within  a  year  some 

500  OR  600  HOUSES 

Are  expected  to  be  erected  and  occupied  at  this  place.    Improvements  of  all  kinds  are 

projected  on  all  sides,  which  are  certain  to  be  realized  soon, 

and  ai'c  sure  to  make  this  place  the 

CENTER  OF  A  LIVELY,  15USY,  PROSPEROUS  POPULATION. 


;  only  a  cjuestion  < 
C'hicago.     Plats 


and  linie  is  just  now  working  wonders  in  and  around 
■oi)erty,  Time  Tables,  and  any  other  information 
be  obtained  at  the  ofhce  of 


PAUL  CORNELL,  159  La  Salle  St. 


Basi'iiient  of  Republic  Life  Building,  Chicago. 


KAILROADS    OF    CHICAGO.  'S'S 

about  twenty  miles  from  Clinton.  This  road  will  connect,  by 
cross-roads,  with  Davenport,  Keokuk,  Iowa  City,  Cedar  Rapids, 
Des  Moines,  Muscatine,  and  St.  Paul,  and  with  the  country 
generally,  north  and  south  of  the  main  line. 

At  Iowa  City  the  line  crosses  the  Eock  Island  and  Pacific. 

It  is  proposed  to  build  a  branch  from  a  point  near  Winterset 
to  Creston,  on  the  Burlington  and  Missouri  River  Railroad,  thus 
forming  a  line  to  St.  Joseph,  Kan.,  and  the  southwest,  the  entire 
line  of  the  road  within  the  State  of  Iowa.  After  running  in  a 
southwesterly  direction  from  Clinton  to  Oskaloosa,  from  the 
latter  place  it  passes  in  an  almost  direct  line,  west  to  Omaha. 
The  grading  is  about  done  between  Clinton  and  Iowa  City  ;  the 
entire  line  has  been  surveyed,  and  is  to  be  constructed  as  rapidly 
as  it  can  be  done.  Two  hundred  miles  are  to  be  completed  during 
the  present  season,  comprising  the  section  between  Clinton  and 
Indianola.  The  cross  ties  have  been  purchased  for  the  entire 
line,  and  20,000  tons  of  rail  iron  purchased  in  the  month  of 
January  last.  Ten  freight  and  five  passenger  locomotives  have 
been  purchased,  and  construction,  freight  and  passenger  cars 
have  been  contracted  for  on  favorable  terms,  sufficient  to  equip 
the  road  in  first-class  condition. 

An  amount  equal  to  1700,000  has  been  voted  as  a  donation  by 
the  towns  and  cities  along  the  line  of  the  road,  which  is  to  be 
paid  as  the  road  is  completed  through  the  towns  so  voting  finan- 
cial aid. 

The  entire  stock  of  the  company  is  held  equally  one-half  by 
the  Chicago,  Burlington  and  Quincy  Railroad  Company,  and  the 
other  half  by  the  Iowa  Southwestern  Construction  Company,  who 
are  the  contractors  for  the  work. 

The  company  have  issued  a  single  mortgage  to  the  Farmers' 
Loan  and  Trust  Company,  of  New  York,  for  $30,000  per  mile, 
having  thirty  years  to  run,  at  eight  per  cent.,  which,  it  is 
estimated,  will  complete  the  line  and  equip  it  in  first-class  con- 
dition. 

The  officers  of  this  company  are : 

DIRECTORS. 

F.  E.  Hinckley.  Chicago ;  Samuel  J.  Kirkwood,  Charles  T. 
Ransom,  Rush  Clark,  Samuel  Sharpless,  Iowa  City ;  Milo  Smith, 


34  KAILEOADS    OF    CHICAGO. 

Wm.  Coan,  Clinton,  Iowa;  W.  P.  Wolfe,  William  Deane,  Tipton, 
Iowa;  John  F.White,  Smith  English,  Iowa;  W.  T.  Smith,  James 
Young,  Oskaloosa ;  Greo.  W.  Seevers,  Indianola. 


President — Hon.  S.  J.  Kirkwood,  Iowa  City. 

Vice  President — F.  E.  Hinckley,  Chicago. 

Secretary — E.  A.  Wickes. 

Eecordiug  Secretary — Samuel  Sharpless,  Iowa  City, 

Treasurer — Rush  Clark,  Iowa  City. 

Attorney,  C.  T.  Ransom,  Iowa  City. 

Chief  Engineer — John  E.  Blunt. 


CHICAGO  &  CANADA  SOUTHERN. 

A  road  which  has  attracted  little  attention  up  to  the  present 
time,  but  which  appears  destined  to  solve  some  of  the  problems 
of  freight  transportation  between  this  city  and  the  East,  is  the 
Canada  Southern  and  the  Chicago  and  Canada  Southern,  forming, 
when  completed,  another  line  of  road  between  this  city  and 
Buffalo.  The  principal  peculiarities  of  this  projected  road  are 
the  small  percentage  of  curves,  and  the  low  grades.  The  Canada 
Southern  road  will  extend  from  Buffalo  to  Amherstberg,  a  dis- 
tance of  228.78  miles,  with  a  branch  diverging  from  the  main 
line  to  St.  Clair.  This  road  lies  south  of  the  Great  Western 
throughout  its  extent,  except  a  small  section  of  the  Buffalo  end. 
The  alignment  of  the  main  line  comprises  218.71  miles  of  perfectly 
straight  road  to  10.07  miles  of  curve,  and  the  maximum  grades 
are  15  feet  to  the  mile.  This  road  is  all  graded  and  bridged,  and 
the  iron  will  all  be  laid,  and  the  road  completed,  by  the  first  day 
of  next  November. 

The  Chicago  and  Canada  Southern  road  will  extend  from  this 
city  to  Amherstberg,  near  the  point  where  the  Detroit  river  flows 
into  Lake  Erie.  This  road,  too,  in  harmony  with  its  connecting 
road  in  Canada,  has  been  surveyed  with  chief  reference  to  the 
furnishing  of  long  tangents,  curves  of  the  greatest  possible  radius, 
and  grades  of  no  greater  rise  than  fifteen  feet  to  the  mile.  The 
aim  has  also  been  to  distribute  the  obstacles  to  be  overcome,  as 


RAILROADS    OF    CHICAOO.  35 

much  as  possible,  by  placirfg  the  grades  on  the  tangents,  and 
constructing  the  curves  on  perfect  levels. 

The  distance  from  Chicago  to  Amherstberg.  ])y  the  Chicago 
and  Canada  Southern  road,  will  be  about  225  miles.  From 
Amherstberg  to  the  east  line  of  Indiana,  a  distance  of  about  00 
miles,  is  an  air  line,  and  from  the  latter  point  to  Chicago,  pretty 
equally  bisecting  the  Lake  Shore  and  Michigan  Southern  looj), 
the  line  extends  almost  directly  west  to  the  head  of  Lake  Michi- 
gan. The  principal  curve  in  the  road  is  made  south  of  Michigan 
City  to  preserve  the  grade  at  the  controlling  maximum  of  fifteen 
feet  to  the  mile. 

Work  is  progressing  upon  the  road  with  energy,  the  iron  being 
laid  as  fast  as  it  can  be  put  down,  and  by  the. first  day  of  July  it 
is  the  intention  of  the  company  to  have  trains  running  from 
Palmyra  Junction  to  the  eastern  line  of  the  State  of  Indiana,  and 
about  January  1,  1874,  it  is  expected  that  the  road  will  be  done 
to  this  city. 

The  grand  idea  of  the  constructors  is  to  so  reduce  the  grades, 
and  the  consequent  running  expenses  of  the  road,  as  to  be  able 
to  make  it  a  grand  line  for  the  transportation  of  freight,  com- 
peting, in  this  respect,  with  the  lakes.  It  is  estimated  that  the 
saving  in  maintaining  and  operating  the  road,  effected  by  the 
lesser  grades  and  more  direct  alignment,  will  1)e  from  forty  to 
sixty  per  cent,  as  compared  with  competing  roads  between 
Chicago  and  the  east.  There  are  no  curves  on  the  road  with  a 
radius  less  than  three-fourths  of  a  mile. 

The  company  has  issued  stock  amounting  to  $8,000,000,  and 
the  road,  so  far  as  it  has  been  constructed,  has  been  done  without 
the  issue  of  bonds. 

The  organization  of  the  company  comprises  the  follo^ving- 
named  officers : 


Sidney  Dillon,  Kenyon  Cox,  Daniel  Drew,  John  F.  Tracy.  New 
York ;  J.  W.  Converse,  Boston  ;  Milton  Courtright,  Wm.  L.  Scott. 
Erie,  Pa.;  (reorgv  Closs,  Kalamazoo.  Mich.;  Chester  Warner. 
Chicago. 


30  RAILKOADS    OF    CHICAGO. 


President — Milton  Courtright,  Erie,  Penn. 

Vice  President — James  W.  Converse,  Boston,  Muss, 

Secretary — Allyn  Cox,  New  York. 

Treasurer — Chester  Warner,  Chicago. 

Assistant  Treasurer — Kenyon  Cox,  New  York. 

General  Manager — Geo.  Goss,  Kalamazoo,  Mich. 


CHICAGO  AND  PACIFIC. 

This  is  another  of  the  projected  roads,  leading  out  of  Chicago^ 
Avhich  is  to  be  built  within  a  very  short  period  of  time.  The 
line  of  this  road  will  lie  about  half  way  between  the  Galena 
division  and  the  Fulton  line  of  the  Chicago  and  Northwestern 
road,  and  will  be  about  sixteen  miles  from  either  road  throughout 
the  greater  portion  of  its  course. 

Commencing  at  Chicago,  the  road  will  pass  through  the  towns 
of  Jefferson,  Leyden,  Addison,  Bloomingdale,  and  Hanover,  in 
Cook  county,  or  nearly  in  a  direct  line  from  Chicago  to  Elgin. 
Westward  from  Elgin,  the  road  will  pass  nearly  due  west  to 
Byron,  on  the  Eock  river,  from  w^hich  point  it  will  continue 
nearly  due  west  to  Lanark.  From  the  latter  point  the  company 
have  not  determined  whether  to  make  Savannah  or  Bellevue  the 
Mississippi  terminus.  By  their  charter  they  can  choose  either  of 
these  points,  as  the  interests  of  the  company  may  dictate. 

The  country  through  which  the  line  will  pass  is  under  the 
highest  state  of  cultivation,  and  will  undoubtedly  give  the  road 
a  good  support  from  its  local  business  alone.  The  farmers  have 
very  gladly  given  the  right  of  way,  and  are  anxious  to  do  all  in 
their  power  to  further  the  interests  of  the  company.  The  road 
will  cross  the  main  line  of  the  Illinois  Central  about  a  mile  north 
of  Foreston.  The  entire  length  of  the  road  will  be  about  140 
miles. 

There  have  been  subscribed  1175,000  in  stock,  all  of  which  is 
held  by  parties  in  Chicago.  The  company  have  purchased,  and 
received  in  Chicago,  1,000  tons  of  railway  iron,  and  20,000  ties ; 
and  70,000  more  have  been  purchased.     The  company  do  not 


EAILROADS    OF    CHICAGO.  37 

l^ropose  to  issue  any  bonds  until  tlie  road  is  built  and  equiped  as 
far  as  to  Elgin,  at  which  time  the  remainder  of  the  line  is  to  bo 
graded.  At  that  time,  bonds  will  be  issued  at  the  rate  of  $'20,00(i 
per  mile,  the  proceeds  of  Avhich.  it  is  believed,  will  fully  complete 
and  equip  this  road. 

The  company  have  already  purchased  two  locomotives,  twenty- 
five  construction  cars,  and  between  $150,000  and  1200,000  worth 
of  real  estate  in  Chicago  for  sites  for  depots  and  transfer  houses. 
Work  has  already  commenced,  and  during  the  present  season  the 
road  will  be  completed  to  Elgin,  and  as  soon  as  it  is  finished  to 
the  Desplaines  river,  it  is  in  contemplation  to  put  on  half-hour 
suburban  trains  to  run  between  this  city  and  that  river.  In 
.anticipation  of  this,  several  large  owners  of  property  west  of  tho 
parks,  and  in  the  towns  this  side  of  the  Desplaines,  have  com- 
menced to  lay  out  their  grounds,  with  the  expectation  of  having 
suburlian  villages  spring  up  as  soon  as  the  road  shall  be  fairly 
under  process  of  construction.  Among  these  may  be  mentioned 
Hon.  S.  S.  Hayes,  Henry  G-reenebaum,  Mr.  Simms.  and  Warren. 
Keeney  &  Co. 

The  officers  of  this  road  are  as  follows: 

DIRECTORS. 

Col.  R.  M.  Hough,  Thomas  S.  Dobbins,  George  S.  Bowen,  Harry 
Fox,  Chicago ;  W.  L.  Pease,  John  S.  Wilcox,  Elgin,  111. ;  George 
Young-s,  Qo-le  countv. 


President— Col.  R.  M.  Hough. 
Vice  President— T.  S.  Dobbins. 
Secretary — W.  T.  Hughes. 
Treasurer — Chauncey  T.  Bowen. 
Solicitor — John  S.  Wilcox. 

The  contracts  for  the  bridges  across  the  North  Branch  and 
the  North  Branch  Canal  are  already  let.  and  that  work  is  in 
progress. 


38  RAILKOADS    OF   CHICAGO. 


BALTIMORE  AND  OHIO. 

This  company  haye  been,  for  some  time,  surveying  a  line  from 
Pittsburgh  to  Chicago,  to  connect  with  their  network  of  roads  at 
the  east.  The  survey  has  now  been  brought  to  the  suburbs  of 
this  city,  to  a  point  near  South  Chicago,  from  whence  the  surveys 
will  be  made  to  the  city,  one  running  west  of  Calumet  lake, 
through  Cornell,  another  running  farther  west  through  Engie- 
wood,  and  a  third  along  the  lake  shore  to  connect  with  the  Illinois 
Central.  As  soon  as  the  route  into  the  city  is  determined,  work 
is  to  be  commenced  at  the  Chicago  end  of  the  road,  and  prosecuted 
with  vigor.  It  is  the  intention  of  the  company  to  have  the  entire 
line  completed  from  Chicago  to  Pittsburgh  within  about  eighteen 
months  from  the  present  time.  This  will  be  a  new  trunk  line  to 
the  east,  somewhat  shorter  than  either  the  Pittsburgh  and  Fort 
Wayne,  or  the  Lake  Shore  and  Michigan  Southern,  to  common 
points. 


THE  CHICAGO   &  ILLINOIS  RIVER 

Company  was  incorporated  in  1867,  but  nothing  has  been  done 
until  within  the  past  few  months  toward  the  construction  of  the 
road  which  the  charter  covers. 

The  road,  as  its  name  indicates,  is  to  traverse  a  considerable 
portion  of  the  valley  of  the  Illinois,  its  general  line  of  direction 
being  in  a  southwesterly  course,  from  Chicago  to  a  point  opposite 
Keokuk,  Iowa.  Two  surveys  have  been  made,  and  the  one  which 
will  probably  be  adopted  will  pass  from  Chicago  to  Joliet  about 
half  way  between  the  tracks  of  the  Chicago  and  Alton  and  the 
Eock  Island  and  Pacific  roads.  Thence  it  will  run  in  a  south- 
westerly direction  to  Lacon,  and  thence  to  Galesburg.  From  the 
latter  city  it  will  run  either  to  Fort  Madison,  on  the  Mississippi^ 
or  directly  to  a  point  opposite  to  Keokuk. 

The  original  incorporators  were  E.  B.  Mason,  late  Mayor  of 
Chicago,  C.  N.  Holden,  A.  J.  Galloway,  James  P.  Eoot,  and  C.  C 
P.  Holden. 

The  board  of  officers  at  present  is  as  follows: 


RAILKOADS    OF   CHICAGO.  39 

President— C.  C.  P.  Holden. 
Treasurer — C.  N.  Holden. 
Secretary — Joseph  S.  Reynolds. 
Attorneys — Reynolds  &  Richberg. 

The  line  of  road  will  traverse  the  Vermillion  coal  field  about 
eight  miles  south  of  LaSalle.  At  this  point  the  company  have 
the  privilege  to  run  ten  miles  along  the  Vermillion  river  for  the 
purpose  of  obtaining  coal.  It  is  designed  to  make  the  road  useful 
chiefly  as  a  freight  road.  The  rapidly-increasing  demand  of  the 
northern  portion  of  the  State  for  the  best  Illinois  coal,  it  is 
believed,  will  alone  make  the  road  a  profitable  one.  It  traverses 
one  of  the  best  and  most  fertile  sections  of  the  State ;  the  grades 
are  all  small,  and  the  comparative  cost  of  construction  light. 

The  road  is  to  enter  the  city  near  its  southwestern  corner, 
passing  along  the  southern  city  limits  till  it  reaches  the  Rock 
Island  and  Pacific  track ;  and  will  pass  along  the  west  side  of 
this  track  to  Van  Buren  street. 


CHICAGO  AND  LA  SALLE. 

An  ordinance  passed  the  Chicago  Common  Council  about  two 
months  ago,  granting  the  right  of  way  into  the  city  to  this  com- 
pany, parallel  and  close  to  the  Chicago,  Burlington  and  Quincy 
tracks.  This  company  propose  to  run  their  road  through  River- 
side, on  the  Desplaines  River,  and  thence  to  the  city  of  La  Salle. 
It  will  pass  then  in  a  nearly  westerly  direction  to  a  point  oppo- 
site Muscatine,  Iowa.  This  at  least  was  the  route  which  was  pro- 
posed when  the  ordinance  granting  the  right  of  way  into  the  city 
was  before  the  Common  Council.  Since  that  time  the  subject 
has  been  reconsidered,  and  the  company  may  modify  the  route  to 
some  extent,  though  probably  not  in  a  very  radical  manner.  One 
of  the  principal  objects  to  be  attained  in  the  building  of  this 
road,  as  it  is  at  present  understood  by  the  public,  is  to  furnish  a 
rapid  and  regular  means  of  transit  from  the  city  to  the  south- 
western suburbs. 


40  EAILROADS   OF   CHICAGO. 


THE  WISCONSIN  MIDLAND 

Is  a  projected  road  which  is  to  connect  the  Wisconsin  Central 
with  the  Chicago  system  of  roads.  No  work  has  yet  been  done 
on  this  road ;  but  a  company  has  been  formed  which  has  acquired 
the  franchises  of  the  Wisconsin  and  Northern  road,  which  several 
years  since  had  done  a  considerable  portion  of  the  grading,  but 
on  account  of  some  financial  difficulties  the  work  was  abandoned. 
This  road  is  to  pass  in  a  direct  line  from  this  city  to  Portage, 
a  distance  of  about  100  miles.  From  Portage  to  Stevens  Point, 
the  Wisconsin  Central  have  projected  a  section  of  road,  which  is 
shortly  to  be  built,  and  when  that  is  done,  it  will  only  need  the 
completion  of  the  Wisconsin  Midland  to  bring  to  this  city  another 
great  railway  system. 


THE   CONTINENTAL 

Is  the  name  of  a  railroad  company  that  promises  to  have  an  entire 
steel  road  from  Chicago,  and  from  Omaha  to  the  Atlantic  Coast. 
It  promises  to  give  the  shortest  route  from  New  York  to  Chicago 
by  128  miles.  But  since  some  of  the  older  roads  are  straighten- 
ing some  of  their  greatest  crooks,  it  is  quite  probable  that  this 
diflPerence  will  not  altogether  hold  good  at  present. 

It  is  said  that  the  grading  for  300  miles,  or  from  Chicago  to 
Tiffin,  was  let  some  three  months  since,  but  no  work  has  yet 
been  done.  The  surveys  are  done,  and  the  promise  is  that  work 
will  be  begun  soon ;  but  it  may  be  that  the  determination  of  the 
Baltimore  and  Ohio  road  to  complete  their  road  to  Chicago  at 
the  earliest  date  has  caused  the  Continental  to  hesitate,  before 
building  a  line  of  road  parallel  with  and  in  close  proximity  to  it. 


NORTHERN  PACIFIC. 

Another  railway  line  which  is  attracting  a  large  amount  of 
attention  just  now,  and  which  cannot  fail  to  be  of  great  benefit 
to  Chicago,  is  the  Northern  Pacific  Road.    Already  this  road  is 


KAILKOADS    OF    CHICAGO.  41 

constructed  across  the  State  of  Minnesota,  and  is  in  rapid  pro- 
gress through  the  territory  of  Dakota.  By  means  of  the  St.  Paul 
&  Pacific  Eailroad  the  line  is  directly  connected,  at  St.  Paul,  with 
two  of  the  great  roads  leading  into  Chicago,  viz. :  the  Chicago  & 
Northwestern,  and  the  Mihvaukee  &  St.  Paul. 

The  Northern  Pacific  i-uns.  throughout  almost  its  entire  extent, 
through  lands  as  fertile  as  those  of  Illinois,  and  as  it  has  immense 
quantities  of  land,  which  it  is  auxious  to  have  settled  as  early  as 
possible,  it  grants  the  most  liberal  terms  to  actual  settlers.  By 
the  payment  of  one-tenth  of  the  price  of  forty  acres  down,  a  man 
can  have  himself,  his  family,  and  his  goods  carried  free  to  his 
new  home,  and  the  result  is  that  thousands  of  pioneers,  both 
from  the  Eastern  States  and  from  Europe,  are  settling  every  year 
along  this  magnificent  national  highway. 

The  reports  of  the  engineers  and  surveyors  empluyed  by  this 
company  to  locate  its  line,  assure  the  world  that  there  is  much 
less  snow  to  contend  with  along  this  line  than  on  the  Union  and 
Central  Pacific  roads  ;  and  they  confirm  their  statements  by  good 
physical  reasons.  The  road  does  not  reach  as  high  an  altitude 
as  the  Union  Pacific  by  about  3000  feet,  and  hence  through  this 
depression  in  the  mountain  ranges  the  warm  winds  of  the  Pacific 
flow,  creating  a  remarkably  mild  and  temperate  atmosphere.  This 
road  has  already  largely  attracted  the  attention  of  European 
capitalists,  and  its  immense  land  grant  of  75,000  square  miles  of 
fertile  territory,  with  its  natural  advantages,  are  bound  to  cause 
it  to  be  speedily  built,  and  put  into  complete  operation  and 
equipment. 


MILEAGE  OF  NEW  ROADS. 

• 
The  new  roads  whose  mileage  is  presented  below  are  nearly  all 
in  progress.  Some  of  them  are  nearly  completed,  as  the  Chicago, 
Decatur  and  St.  Louis,  the  Chicago  and  Paducah,  the  Chicago, 
Pekin  and  Southwestern,  the  extension  of  the  Chicago,  Danville 
and  Vincennes,  the  Chicago  and  Canada  Southern,  the  Chicago 
and  Pacific,  the  Baltimore  and  Ohio,  the  Chicago,  Omaha  and  St. 
Joseph. 


42  RAILROADS    OF    CHICAGO. 


NEW    ROADS. 

MILES, 

Chicago,  Decatur  and  St.  Louis 135 

Chicago  and  Paducah 250 

Chicago,  Pekin  and  Southwestern 70 

Chicago  and  Canada  Southern 255 

Chicago  and  Pacific 140 

Baltimore  and  Ohio 400 

Chicago,  Danville  and  Vincennes 315 

Chicago  and  Illinois  Kiver_ 300 

Chicago,  Omaha  and  St.  Joseph 400 

Continental 300 

Chicago  and  La  Salle 250 

Wisconsin  Midland 100 

Projections  on  old  lines,  about 500 

Total 3,415 


GENERAL  NOTES. 

RAILWAY    DEPOTS. 

The  great  depot  of  tlie  Eock  Island  and  Pacific,  and  tlie  Lalve 
Sliore  and  Michigan  Southern  companies  is  far  on  its  way  to 
completion.  It  will  occupy  the  same  space  on  the  ground  as 
before,  but  with  the  superstructure  will  be  a  great  improyement 
upon  the  former  one,  and  will  be  fire-proof 

The  Illinois  Central,  Chicago,  Burlington  and  Quincy,  and 
Michigan  Central  companies,  after  waiting  for  years  for  the 
removal  of  objections  on  the  part  of  several  citizens,  to  their 
occupation  of  a  portion  of  the  lake  front,  have  got  to  a  point 
where  they  feel  certain  of  obtaining  the  ground.  They  are 
developing  plans  for  a  passenger  depot,  which  in  size  and  magni- 
ficence shall  not  be  second  to  tlte  great  Vanderbilt  depot  in  New 
York. 

Then  the  Pittsburgh,  Fort  Wayne  and  Chicago,  the  Milwaukee 
and  St.  Paul,  and  Pittsburgh,  Cincinnati  and  St.  Louis  companies 
have  determined  to  commence  the  building,  next  year,  of  a  depot 
extending  from  Madison  to  Van  Buren  street,  and  from  Canal 
street  to  the  river.  This  depot  will  not  be  excelled  by  any  other 
in  the  United  States. 


RAILROADS    OF    CHICAGO.  4:3' 

In  addition  to  these  there  are  two  or  three  others  dimly 
shadowed  forth,  which  will,  without  doubt,  assume  definite  shape 
and  reality  in  the  fullness  of  time,  or  within  another  year, 

A    TALE    OF   TWO    CITIES. 

The  author  of  this  has  not  attempted  to  develop  the  railway 
system  of  St,  Louis.  It  is  well  known  that  there  are  two  or  three 
lines  running  west  and  southwest  from  that  town,  and  that  within 
about  two  years  there  will  be  several  lines  running  into  the  city 
from  the  east.  This  latter  will  be  the  fact  when  the  great  bridge 
across  the  Mississippi  shall  be  completed,  Chicago  is  not  jealous 
of  St.  Louis.  That  city  may  develop  its  railway  system  to  its 
full  extent,  and  Chicago  will  say  amen,  and  not  only  will  it  give 
utterance  to  that  scriptural  word,  but  will  do  all  in  its  power  to 
help  St.  Louis  get  a  railway  system,  for  the  simple  reason  that 
ultimately  all  its  railways,  as  well  as  that  town  itself,  will  be  but 
a  tributary  of  Chicago.  The  four  independent  lines  of  road  that 
will  exist  this  fall  between  that  city  and  this,  are  but  the  thorough- 
fares over  which  St.  Louis'  business  is  to  pass  on  its  way  to 
Chicago.  The  history  of  Milwaukee  is  to  be  repeated  on  a  more 
magnificent  scale  by  St.  Louis.  Years  ago,  in  the  days  of  Solomon 
Juneau,  Milwaukee  was  a  larger  city  than  Chicago.  It  was  the 
beautiful  Cream  city  of  the  lakes,  that  sat  upon  its  hills  like  an 
amphitheatre,  to  gladden  the  eyes  of  all  who  approached  it  from 
tlie  lake.  It  was  without  a  rival.  iVt  length  Chicago  began  to 
start  ahead,  and  to  talk  of  becoming  a  rival.  Milwaukee  laughed 
the  idea  to  scorn,  and  began  to  develop  a  great  system  of  rail- 
roads, running  to  Prairie  du  Chien,  to  La  Crosse,  to  Madison, 
and  to  build  iron  steamers  which  should  perform  the  duties  of 
ferry  boats  across  the  lake  at  all  seasons  of  the  year.  Milwaukee 
thus  became  a  great  and  noble  city,  with  one  of  the  greatest  rail- 
road systems  in  the  country;  but  its  railroad  men  have  acknow- 
ledged that  a  greater  than  Milwaukee  exists,  in  the  fact  that  they 
havfe  discovered  that  a  connection  with  Chicago  is  absolutely 
necessary,  and  have  gone  to  work  and  have  nearly  got  completed 
an  independent  line  to  this  city.  The  Milwaukee  railroads  now 
belong  to  the  Chicago  system.  .So  it  will  be  with  the  St.  Louis 
roads.  Let  them  be  built  as  vigorously  as  possible.  In  the  end,- 
and  that  end  is  not  far  off",  they  will  all  run  through  St.  Louis  to- 
Chicago,  as  the  grand  focus  for  the  railways  of  the  continent. 


44  EAILKOADS    OF    CHICAGO. 

THE  CHICAGO  SPRING  WORKS. 

Intimately  connected  with  railroads  and  railroad  interests  is 
the  subject  of  railway  supplies.  And  what  can  be  worthy  of  a 
more  careful  consideration  in  this  connection  than  the  question 
of  car  springs.  What  the  Chicago  Times  of  Aug.  30, 1872,  has  to 
say  in  this  particular  will  be  found  of  special  moment : 

''  One  of  the  distinguishing  features  of  any  first-class  car  is 
found  in  its  springs,  without  Avhich  a  trip  becomes  a  jolting- 
torture  to  the  passengers  and  a  source  of  vexatious  loss  to  the 
company. 

"•  The  Chicago  Spring  Works  are  among  the  most  successful 
manufacturers  of  railroad  supplies  in  the  west.  Not  only  are  the 
standard  elliptical  and  spiral  springs  made  by  them  in  more  satis- 
factory shape  than  they  can  be  procured  elsewhere,  but  the  famous 
Daniel  spring  is  also  to  be  obtained  only  at  these  works. 

"  The  tests  to  which  all  springs  turned  out  by  this  establish- 
ment are  subjected  are  unusually  severe.  Not  even  when  a  car 
loaded  to  its  utmost  capacity,  and  run  over  a  rough  road  at  the 
highest  rate  of  speed,  can  springs  receive  such  strains  as  are 
placed  upon  them  before  they  are  permitted  to  leave  their  works. 
Freight  and  passenger  cars  are  treated  with  a  like  care  by  this 
firm,  and  a  gratifying  evidence  that  good  wares  will  always  find 
a  ready  market  is  seen  in  the  fact  that  the  Chicago  Spring  Works 
are  now  obliged  to  increase  their  facilities  for  supplying  the  con- 
stant demands  made  for  their  excellent  goods.  A  large  order  is 
now  being  filled  for  the  Illinois  Central  road,  while  calls  for  all 
varieties  of  freight  and  passenger  car,  locomotive  and  tender 
springs  pour  rapidly  in,  and  are  as  rapidly  attended  to  in  a  man- 
ner that  gives  the  most  complete  of  satisfaction  to  all  their 
patrons.  Not  a  single  spring  manufactured  by  this  company  has 
ever  failed  to  do  all  that  was  promised  of  it.'" 


"  Fruit  Leaves,"  a  neat  book  of  60  pages,  for  25  cents.  Edition  printed 
in  good  style,  but  bound  in  paper,  so  all  can  buy  it.  Book  of  pure  litera- 
ture for  the  people  ;  novel  and  choice  essays  and  poems  on  subjects  of  vital 
importance.  Suitable  for  selling  on  trains.  Sample  copies  sent  free  to 
dealers.     Price,  per  100  copies,  $15.00. 

Address,  P.  O.  Box  89,  Hyde  Park,  Cook  County,  111. 


John  Culver, 


DEALER  IN 


REAL  ESTATE, 

142  LaSalle  Street, 

Otis  Block,  CHICA^GO. 

C.  C.  THAYER  &  CO. 

Real  Estate  Agents, 

AUCTIONEERS, 

ISO     East    IVIadison     Sti-eet, 


Auction  Sales  of  Realty  a  Specialty. 

REAL,  ESTATE  PURCHASED,  MANAGED  AND  SOLD. 


OMIII,,  l4If  Of  I  Go. 


ESTABLISHED  IN  1853. 


REAL  ESTATE 

No.  376  State  Street, 


After  October  our  Office  will  be  in  the 

B.  F.  CLARKE  Sc  CO. 

REAL  ESTATE, 


1 


k 


376  State  Street, 


JAMES   McCAULEY. 


Our  Office,  on  Octolber  1st,  1872,  will  be  removefl  to  the 
Oriental  Building;,  122  La  Salle  Street. 


Heal  Estate  &  Loan  Brokers 

No.   138  and  140   La  Salle  Street, 

iS.    W.   Cor.  Madison  &  Ln  Salle,) 

N°  a:  tZfn^.  \  mmEmMmm-. 

N.  P.  Iglehart,  President.        N.  G.  Iglehart,  Treasurer.  Holmes  Hoge,  Secretary. 

Chartered  by  the  Legislature,  1857.  A  uthorized  Capital,  $500,000. 

The  Brighton  Company, 

DEALS   IN 

Real  EstalB,  BoMs,  Notes  and  Eicliaap. 

COEEESPONDENCE  WITH  BANKS  AND  CAPITALISTS  SOLICITED. 

DEPOSITARIES :  Fourth  National  Bank,  New  York.       First  National  Bank,  Chieago. 

Notes  and  Coupon  Bonds,  secured  by  Real  Estate,— A  Specialty. 

D.  COLE  &  SON, 

Real  Estate  Agents, 

188  West  Madison  Street, 
CHICAGO, 


Houses  Rented.      Rents  Collected.      Loans  Negotiated. 

\VM.    GARNETT, 


369  Wabash  Avenue, 

4  DOORS  SOUTH  OF  POST  OFFICE, 

CHICAGO. 


WRIQHT  &  TYRRELL. 

litM  ®i  Me&l  B§t§t®  H®g§tlBt®i^ 

DEALEES  IN  REAL  ESTATE. 
180  West  Washington  Street, 

"Will  Remove  in  October  /^^XJTY^    \    T^  i^ 

to  Tribune  Building.  V,'  Xl  J_  \_J  J\.  I JT  \J  . 

■T*XZOS».     .A.,     eft;     3VC.     ZXXXjXj, 

40  1     W  A  HASH     AVEME,     ClI  I  C  A  (J  0  , 

Offer  for  sale,  at  SOUTH    ENCLEWOOD,  50  Acres  of  Choice  Ridge  Land, 
only  two  blocks  from  the  new  depot. 

The  property  is  accessible  by  graveled  streets,  and  by  four  dummy  trains  each  way 
every  day,  running  on  the  Rock  Island  &  Pacific  R.  R.  to  and  from  the  grand  depot  on 
Van  Buren  street,  one  block  from  the  Pacific  Hotel.  Commutation  fare,  twelve  cents  ; 
time,  thirty  minutes. 

40  acres  of  the  above  has  1,320  feet  front  on  the  proposed  87th  street  Boulevard.  We 
will  sell  all  or  any  part  of  same  (not  less  than  5  acres),  at  a  price  that  will  allow  a  large 
profit  within  sis  months  to  any  party  that  will  subdivide  into  building  lots. 

Six  Hundred  lots  have  been  sold  at  South  Englewood  within  the  last  ninety  days,  and 
twenty  houses  are  contracted  to  be  built  this  fall  by  recent  purchasers. 

We  mah-e  a  Specialty  of  Soiit7i  Englewood  Froperty . 

THOS.  A.  &  M.  HILL,  401  Wabash  Avenue. 


HEUIIY  J.  GOODRICH, 

368  WABASH  AVE.,  CHICAGO. 


BUSINESS,  RESIDENCE  .13 X)  SlUVRIiAN  J'SOPESTY  FOR  SAFE. 

^i^  Property  left  exclusively  with  me  will  receive  special  attention.  „^J 
REAL  ESTATE  Bought,  Sold  and  Leased;  MONEY  LOANED;  Investments  made; 
Titles  examined  and  perfected;   Taxes  paid  and  Rents  collected  on  reasonable  terms; 
satisfactory  references  furnished  if  desired. 

F.    A.    BRAGG.  W.    M.   BENTON. 

F.  A.  BRAGG  &  CO. 

Real  Estate  Brokers 

AND    HOUSE   RENTING   AGENCY. 

Loans    Negotiated    on    Real   Kstate   Security. 

Particular  attention  given  to  the   Payment  of  Taxes,  Collection  of  Rents,  Etc.,  Etc. 

46  East  Harrison  St.,  Cb.icag'O. 


HENRY  GKEENEBAUM  &  CO. 

16  North  Canal  St.,  Chicago, 

GREENEBAUM  BROTHEliS  &  CO. 

216  Broad^A^ay,  Ne-w  York, 


FOREIGN    EXCHANGE,  in  short  and   long  sight  bills. 

CIRCULAR  LETTERS  OF  CREDIT,  for  Travelers, 
available  throughout  the  world. 

COMMERCIAL  CREDITS,  for   Importers. 

PASSAGE  TICKETS,  to  and  from  Europe,  by  the  most 
favorite  Lines. 

HeGOTIATIOH   of   €iT¥  AMD    €0¥FT¥    BONDi. 


Bonds,  American  and  Foreign  Specie,  Purchased  and  For  Sale. 

OGDEN  &  SCUDDER, 

Heal  Estate  Loans 

AND 

SECURITIES, 
N.  E.  Cor.  Monroe  and  La  Salle  Streets, 

CHICAGO. 


Oi  MILES  THE  SHORTEST  ROUTE 

\J  JL  BETWEEN 

CHICAGO  AND  NEW  YORK. 


Pittsl]iirili,Fortffayfle&CliicapR'y 

PENNSYLVANIA  CENTRAL  E.  K. 


QUICKEST    ROUTE    TO    THE    EAST. 


DAILY    EXPRESS   TRAINS 

With  PULLMAN'S  PALACE  THROUGH  CAHS  Leave 


3 

Cliicago,  Ft  Wayne  and  Crestline 

ox  ARRIVAL,  OF  TRAINS  FROM  THE  ^^BST,  FOR 

PITTSBIGH.  HARRISBOEG,  PHILADELPHIA. 

BALTIMORE,  WASHING-TON  CITY,iii 

NEW  YORK.  BOSTON, 

AND   ALL   PRINCIPAL   TOWNS  AND    CITIES   IN   THE   EAST. 


This  Route  is  especially  desirable  for  Business  men,  as  it  gives  them  an  opportunity  to 
visit  Pittsburgh,  Philadelphia,  New  York  and  Boston,  the  Best  Markets  in  the  East. 


ASK  FOR   TICKETS   VIA 


Piltsliiril,  Fort  Wayie  &  Peansflvaaia  Ceitral  Railroads 

Which  can  be  obtained  at  all  Regular  Railroad  Ticket  Offices  in  the  West;  at  the  Compa- 
ny's Office,  43  W.  Madison  Street,  and  at  the  Depot.  Corner  of  Madison  and 
Canal  Streets,  West  Side,  Chicago. 

F.  R.  MYERS,  W.  C.  CLELAND, 

Qen'l  Pass,  and  Ticket  Agent,  Pittsburgh.  Ass"t  Gen'l  Pass.  Agent,  Chicago. 

J.  N.  McCULLOUCH,  Gen'l  Manager,  Pittsburgh. 


TWO  DAILY  EXPRESS  TRAINS. 


EBl 


■5 


The  ONLY  ALL  RAIL  ROUTE  from 

CHICAGO  TO  THE  SOUTH. 


Through  Cars  from  CHICAGO  to 


^ft^LSO,    VI-A. 


in 

KOKOMO  AND  INDIANAPOLIS, 

-Making  Clos*"  Connections  at 
FCR 

Nashville,  Humboldt,  Memphis,  little  Rock,  Jackson,  Mobile, 

And  Principal  Points  in  the  Soiitli. 

Trains  leave  from  Old  Milwaukee  Depot.  Coruer  Canal  and  Kinzie  Streets,  Chicago. 

Ticket  Office  in  Depot,  also  in  Tremont  House,  Corner  of  Michigan  Avenue  and  Congress 

Street,  and  in  Sherman  House,  43  West  Madison  Street,  Chicago;  also  for  sale 

in  all  principal  Ticket  Offices  in  the  Northwest. 

F.  R.  MYERS,  W.  C.  CLELAND, 

Gen'l  Pass,  and  Ticket  Agt.,  Pittsburgh.  Ass'tGen"!  Pass.  Agt.,  Chicago. 

J.   N.   McCULLOUCH,  Gen'l  Manager,  Pittsburgh. 


Michigan  Central 

Freight  and  Passenger  Route 

In  Connection  \\-itli  the  NEW  YORK  CENTRAL  and  ERIE  RAILWAYS,  to  and  from 


4  Passeiger  Trails  Pass  over  llie  Line  Eacli  ¥aj  Dailj. 

These  Trains  are  Equipped  in  A  FIRST-CLASS  MANNER  in  every  respect,  and  Passengers 
can  always  rely  upon  the  Three  Great  Requisites  in  travel, 

SPEED,  COMFORT  AND  SAFETY. 

PULLMAlTs  PALACFCARS 

Run  Daily  between  CHICAGO  AND  NEW  YORK  Without  Change. 

The  Celelralel  Hotel  Cars  also  run  Daily  ktweeii  CMcap  &  Eocliester. 

^^^  Special  Facilities  are  given  to  Travelers   to  and  from  New  England 
by  tJiis  Ziine. 

The   Freight   Facilities  offered   by  this   Route  are   Unequaled, 

TM  "" @I,VB,'-"-'  and  Emm  ^  NQMTH  SH&BE 

Lines   taking  all  classes  of  Freight  through  to  destination  without 
transhipment. 

THE  PRINCIPAL  OFFICES  OF  THE  LINE  ARE  AS  FOLLOWS  : 
CHICAGO,  NEW  YORK,  DETROIT, 

75  Canal  Street,  349  Broadway.  151  tTefferson  Ave. 

92  Market  Street,  BOSTON,  BUFFALO, 

769  Wabash  Ave.  69  Washington  Street.       Cor.  Main  &  Exchange  Sts. 


W.  K.  MUm,  H.  E.  SARGENT, 

{Jen'l  Sup't  Great  Westers  Ey,  Hamilton.  Gen'l  Sup't  Mioh.  Central  S.S.,  Chicago. 

HENRY  O.  WENTWORTH, 

aen'l  West.  Pass.  Agent,  Chicago. 


MesteniB. 


Embracing,  under  One  Management,  the  Great  Trunk  Railway  Line^^  of  tlie 

WEST    AND    NORTH-WEST, 

And  witli  itB  numerous  Branches  and  Connections  forming  tlie 

SHORTEST  AND  CHEAPEST  ROUTE 

Prom  CniCAGO  to  all  points  in 

ILLINOIS,  WISCONSIN,  NORTHERN  MICHIGAN,  MINNESOTA 

©AILIFOMMIA 

AND    THE  


This  Line  has  adopted  all  MODERN  IMPROVEMENTS,  in  Track  and  Equipment. 

INCHDING 

STEEL  K.Jk.IXjS/ 

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WITH  

AND  

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Thereby  offering  to  Passengers  a  degree  of 

SPEED,  COMFORT  &  SAFETY 

To  be  obtained  liy  no  other  Route. 


Through  Tickets  to  all  points  in  the  West  and  North-Webt  can  be  pro- 
cured at  all  principal  Ticket  Offices   in  the  United  States 
or  C'anadas. 

ASK  FOR  TICKETS  VIA  THE 

CHICAGO  &  NORTH-WESTERN. 

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4  EXPRESS  TRAINS  DAILY 

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lew  York,  Boston 

AND   AliL  PRINCIPAL  POINTS  EAST, 

Being  the  only  Route  comiectiiig  with  the  Great  Trunk  Lines  at  above  named  Point. 


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ARE  RUN  ON  ALL  DAY  AND  NIGHT  EXPRESS  TRAINS. 


PURCHASE   TICKETS   TIA 

LAKE  SHORE  &  MICHIGAN  SOUTHERN  RAILWAY. 


CHARLES  PAINE, 

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JAMES   BROWN,  Ass't  Gen'l  Western  Pass'r  Agt,  Chicago 


F.  E.  MORSE, 

Gen'l  West'n  Pass'r  Agt.,  Chicago. 


FAVORITE  THROUGH  PASSENGER  ROUTE. 

Ctiicap,  BurlipgloD  &  IJiincy  1 1 

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JJETWEKX 


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PULLMAN  DRAWING  ROOM   AND    SLEEPING    CARS 

Kunniiig  DAILY  betwct'ii 

CHICAGO,  COUNCIL  BLUFFS  AND  OMAHA, 

Without  cUauire,  in  direct  connection  witli  tlio  t'nion  Pacific  R.  R.  for 

Cheyenne,  Denver,  Salt  Lake,  Sacramento,  San  Francisco, 

And  all  Points  on  the  Pacitic  Coast. 


Kcmenibei-.  I  his  is  the  ONLY  ROUTE  running  the  celebrated 

PtiUman  Dining  Cars  to  the  Missouri  River. 
QUINCY,  ST.  JOSEPH  AND  KANSAS  CITY  LINE. 

The  Shortest,  Best.  Q.uickest  and  ONLY  ROUTE  between 

CHIC;iFl.GO  <5c  KANSAS  CITY 

WithoutChange  <if  Cais  or  Fi-rry.  in  dircr't  connectinn  with  thf  Kansas  Pacific  R'y,  for 

Lawrence^  Topeka,  Junction  City,  Ellsworth,   Sheridan,    Denver, 

And  all  I'oints  in  Colorado  and  New  Mexico. 


Chicago,  Dubuque  and  Sioux  City  Through  Line, 

Via  Aurora  and  Forreston.     The  oulv  line  bv  which  Throuu'h  Cars  urr  run  between 

Thus  avoidinu:  the  disagreeable  necessity  of  ehaniring  cars  on  a  short  run.  which  has  t« 
be  done  by  any  other  rbute. 


PASSENGERS  GOING  EAST  OR  WEST,  desirous  of  securinLr  all  the  comforts  to  be 
attained  in  Railway  Travel,  should  be  particular  to  ask  for  and  see  that  their  Tickets  read 

CHICAGO,  BURLINGTON  &,  QUINCY  RAILROAD, 

Which  can  he  obtained  at  all  the  principal  oftices  of  connectini:  roads.     In  Chicago,  at  the 
Company's  Office,  in  the  Brings  House.  Corner  Canal  and  Madison  Streets,  and  at  Great 
Central  Depot,  foot  of  Lake  Street. 
^"  Fare  always  as  low  as  by  any  other  Route. 

ROBKRT  H.VRRIS.  Gen'l  Supt.,  Chicago.      SAM'L  POWELL.  Gen'l  Ticket  Agt..  Chicago. 
K.  .V.  P.iUKKR.  Gen-1  West'n  Pass.  Agt.,  Chicago. 


ILLINOIS  CENTRAL  RAILROAD. 

Chicago  to  St.  Louis 

^ATITHOXJT     CrLANGE    OF    CARS, 

Making  Direct  Connections  at  St.  Louis  for 

KANSAS  CITY.  LEAVENWORTH,  ATCHISON, 

St.  Joseph,  Lawrence,  Topeka,  Fort  Scott,  Denver, 

And  all  points  Southwest. 


CHICAGO  TO  CAIKO 

WITHOUT    CHANGE    OF    CARS. 

1  r\C\  '^''^^  ^^^  Shortest  Route  to  Memphis,  Vicksburg,  Mobile, 

And  all  points  South. 


^THIS    IS   ALSO    THE    DFRECT    ROUTE   TO 

Decatur,  Pana,  Vandalia,  Terre  Haute,  Vincennes,  Evansville, 

SHAWNEETOWN,  PEORIA,  CANTON,  KEOKUK,  WARSAW. 

Clicap  to  Spriifiem  wiont  CliaiB  of  Cars. 

The  Direct  Eoute  to  Farmer  City,  Olintorij  Mt.  Pulaski  and  Springfield. 

CHICAGO  TO  DUBUQIJE  AND  SIOUX  CITY 

WITHOUT    CHANGE    OF    CARS. 

The  only  Direct  Route  to  Galena,  Dubuque,   Waterloo,  Cedar  Falls, 

Charles  City,  Ackley,  Fort  Dodge  and  Sioux  City. 

Elegant  Drawing-Room  Sleeping  Cars  on  all  Night  Trains 

BAGGAGE  CHECKED  TO  ALL  IMPORTANT  POINTS. 


TICKET  OFFICES  AT  CHICAGO: 

75  Canal  Street,  Corner  of  Madison  ;   Great  Central  Depot,  foot  of  Lake  St. ; 
Union  Depot,  foot  of  Twenty-Second  Street. 

w.  P.  JOHNSON,  Gen'i  Pass.  Agt„  CMcago.       a.  Mitchell,  Gen'i  Supt.  CMcap. 


SNYDER  &  LEE, 


m 


mm 


No.  14  NixoNS  Building. 


NORTHEAST     CORNER      MONROE     AND     LA      SALLE      STREETS. 


CHICAGO. 


Chace  &  Abell, 

EiAL  EiTA,Ti  Office 

HONORE    BLOCK, 

Cor.   Dearborn  and  Monroe  Streets, 

KEAL    KSTATK    SK.CURrriES    BOU(iH'l'    AND    SOLD, 

South  Side  and  Hyde  Park  Property  a  Specialty. 


HowEN  BiioriiKi!>,                                      (  hicairii.  111. 

Hon.  J.  C.  DoKK,  Srntc  SaviiiLrs  Institiilioi).      .        .        .        .  ■>         .. 
P.  C.  Matnari),  Eb(|.,  Pii's't  National  P.imk  of  C'oniinc-rco, 

J.  Irving  Peauce,  Kh\.,  Pn'!<"t  Thini  N'arioiial  Bank.   -        -  .... 

Htm  .li. -L  <><;i,ii.sp.Y.          ----....  Dciatui.  " 

O.  H.  ScHHEi.NKK.  Km.i.,  (ashiiT  (Jim  1)1,111    Viiurican  l'..iiik.  Ni-w  \ut\L. 


REAL  ESTATE  OFFICE 

1.  p.  Eiiroo?  i  00. 

90  Sast  T;^ash.in.gtox3.  Street. 


First  Building  in  the  Burned  District. 


Fmp&Hy  im  Mml@  im  mil  Fmri^  @i  ik@  Qiij.. 


TAXES  PAID.  ESTATES  MANAOED. 

RENTS    collected:  MONEV    LOANED. 


Special  Attention  Given  to  the  Interest  of  Non-Eesidents. 


Merchants'  Loan  and  Trust  Connpany  Bank;  First  National 
Bank  ;  Second  National  Bank  ;  Fifth  National  Bank  ;  Manufacturers' 
National  Bank  ;  A.  C.  <&  O.    F.    Badger,   Bankers, 

Amd  ]Pr0miinent  Mmsiness  Men  G-eneroiU^ijj. 


